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VOL. 7 
NO. 1. 

JULY, 1910 


'acts About ^^^Elbridge'^ Engines 

More actual pov/er for weight than any other engines in the world ! 
Only engines with unlimited guarantee based on actual performance ! 

5SS bulk for the 
wer than any other 
gines in the world ! 

wer parts (Work- 
r or otherwise) than 
y other engine in 
i world! 

laranteed speed 
ige 200 r. p. m. to 
OO r. p. m. 

Extra large bearings, 
—more than 15 in. in 
4^cylinder engines. 

A refinement of detail 
only possible in a light 
weight engine that 
has actually been on 
the market more than 
four years. 


Elbridge rating, 40 h. p. A. L. A. M. rating 60 h. p. Weight 167 lbs. 

Also made in 2 cyl. 20 h. p. ; 3 cyl. 30 h. p. ; 6 cyl. 60 h. p.. 

Air-cooled engines, 1 to 4 cyl. 5-20 h. p. at 1 ,000. 

— Particulars and prices on request - 


Culver Road 

Rochester, N. Y. 



"History Repeats Itself" 

prince ^enrp Cour 


I First five winning cars in tour 

I Ninety-five (95) out of a total of 1 27 entrants 
and the first ten cars in speed trials 






T (Made in Germany 


t A Brilliant Repetition of Prince Henry Tour 
t Victories in 1908 and 1909 


I Victories for 

Annular Ball Bearings 

Victories for 

I [i^^Ml^ Master 


4» ^^Sfisii-afii^^ Made in Germany 

% First and Second fastest times in speed trials 

4* Fourth in the big tour, defeating 123 other contestants 


^ Times Building, New York 


J. S. BRETZ COMPANY, Sole importers 
Times Building, New York 


In answering advertisement^tease mention this magazine. 





Four Lbs. per H. P. 50 H. P. and 30 H. P. 

For ten years we have been building light weight speed engines 
That Run and our aviation engine is Not An Experiment 

July, igio 







built of Laminated Ma- 
hogany fitted with Bronze 
or Aluminum Hub and 









^ ^« 

t I 


Price with Standard Equipment 

50 H.P., $830 30 H.P., $650 

C I H. P. and I 00 H. P. Aviation Engines 
built on special order 

C If you want a reliable Light Engine delivering 

REAL HORSE POWER, call on us 

Harriman Motor Works, Inc. 

South Glastonbury, Conn. 

Jn answering advertisements t<lease mention this magazine. 


July, iQio 









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• • 










In answering advertisements please mention this magazine. 


July, ipio 


Coming Aeroplane Meets 

YOL' want exhibitions of 3I;ui-Liftin^- 
AeropLanc Kite Flyinji,- to interest the 
crowds while the aviators are not flyinfi". 
<L Hifj'h or even moderate winds will in- 
variably keep the aeroplanists from flyinji- 
until late each afternoon. Before then we 
will fill the air with lunidreds of 9- and 1"2- 
foot Aeroplane Kites of every known kind. 
By flyinu- these, dozens in tandem, 
enormous American flaijs, streamers and 
announcement banners about the meet can 
be lifted a half mile in the air. 

C These scientific kites will fly 

all day and the displays will be 

a f^reat attraction in themselves 

and will keep the crowds quiet 

and contented, when for any 

reason the aeroplanes cannot fly. 

C At the Meet of the West Hudson Aero 

Club at Arlington, N. J., June, 1909, New 

York papers said, "The hundreds of kites 

in the air were a decided feature." 


110 Tremont St. 


:: Boston, Mass. 


q I am a SPECIALIST in the 
model-making art. 

^ It is my business to duplicate in 
miniature any apparatus of any 
kind from the large machine or 
from scale drawings, accurate to 
the 1 00th part of an inch. 

^ Models made for the Patent 

^ My plant is one of the most com- 
pletely equipped in the country. 

^ Only high class work solicited. 


385-390 Second Ave. :: New York 

= Glenn Curtiss Flies from Albany — 
to New York City 

In a Bi-plane Equipped with PALMER AEROPLANE TIRES 

(See page 7 for an account of the flight) 

The B. F. Goodrich Company', Hammondsport, N. Y., June 4, 1910 

cAkron, Ohio 
Gentlemen:^! have your letter of June 1st and thank you for your complimentary 

The Palmer Tires, with which I equip all of my aeroplanes give the best of 
satisfaction for the purpose. The light weight does not greatly impede the lifting 
power of the machine and the great resiUency enables me to land without shock on 
the hardest ground and to pick up speed quickly in starting. I am glad to credit a 
part of the success of my aeroplane to the Palmer tire. 

Yours very truly, 

(Signed) G. H. Curtiss 

The Palmer Aeroplane Tire 

Manufactured by 

The B. F. Goodrich Company :: :: Akron, Ohio 

In answering advertisements please mention this magasine. 


July, ipio 



I icAeronautics 

MY object in undertaking aeronautical ex- 
periments has been purely from the 
standpoint of sport. In this I must say 
that I have not been disappointed. I and my 
friends have certainly found in it more out- 
door sport and interest than in anything else I 
have attempted in the past. Up to the time 
I sprained my ankle by a foolish attempt to 
beat a previous record, I made flights several 
times a week, or whenever the breeze was fair. 
There is not the slightest doubt that "flying" 
is the great coming sport. From my experi- 
ence I believe that the younger class of people 
who enjoy outdoor life will buy gliders and 
motor planes, and arrangements will be made 
so that the machines can be kept and used at 
the country clubs and the golf clubs, to one 
of which most of us now belong. At these 
country anrl gnlf clubs there is most always a 


Gliding as a Sport 

By Hiram Percy Maxim 

Towed in this manner, the machine rises beau- 
tifully. It is absolutely steady, and when one 
gets thirty or forty feet above the ground 
there is usually found enough wind to keep 
one aloft without the tow having to advance. 
After becoming acquainted with the machine 
and the balancing and controlling, the tow 
lines are left off, and flights are made by run- 
ning with the machine down a hill against the 
wind. .After running aliout ten or fifteen feet 

corps of servants to look after a machine, and 
do the necessary repairing and refitting. In 
addition, these clubs always have splendid 
grounds upon which to practice flying. There 
are always hills for gliding, and in most cases 
there are large areas free from trees and 
similar obstructions. A great advantage is 
that in clubs of this nature the general public 
would not have access, and one would be able 
to begin his practice, which is always very 
clumsy, without having the invariable "gallery" 
of hangers-on, which is unavoidable at any 
public field. 

The illustration shows my Wittemann glider, 
which is really a very superb piece of work, 
being towed by a man against a breeze which 
probably was about fifteen miles per hour. 

a lift on the front of the machine carries one 
straight up into the air, and it is possible to 
coast down to and beyond the bottom of the 
hill, very similar to one coasting down a hill 
on a toboggan in the winter time. The greater 
the skill and the better the breeze the farther 
the coast. Indeed, I am wondering if with 
enough skill and breeze it would not be pos- 
sible to actually keep aloft indefinitely. If this 
were possible it certainly would open up great 

The accident which I was unfortunate 
enough to suft'er was due to carelessness on 
my own part. For the benefit of those who 
may also be so intoxicated by this most fasci- 
nating of all sports as to act foolishly, my ex- 
perience may be worth noting; 


I had made several very successful flights, 
being towed by an automobile against a breeze 
which did not amount to more than five or 
six miles per hour. Just at sundown I decided 
to make a new form of bridle hitch, and by 
the time I had completed it it had grown quite 
dark and the wind had fallen just short of a 
flat calm. Of course, it was no time to at- 
tempt to glide, and had it not been for the 
enthusiasm which this sport arouses I would 
have stopped. I told the driver of the auto- 
mobile to give me as near 20 miles an hour 
as he could judge in the dark. At the rear 
of the automobile we had fastened a 15-ft. 
length of 2-in. by 4-in. spruce. From the 
ends of this two tow lines were run, one to 
each end of the glider. After starting I 
rose quickly to about 50 ft., and in the ex- 
citement the driver of the automobile veered 
slightly from the true course. This meant con- 
siderable variation at the ends of the 15-ft. 

July, ipio 

timber at the back of the car. The result 
was that my starboard tow line became very 
taut, while my port line became slacked. This 
pulling on one side immediately tipped the 
glider up. I corrected this, but in the swing- 
ing sideways, due to the elevation, it suddenly 
brought the taut line to the other side. This 
gave me a sudden reversal of the dip, which 
was of such terrific magnitude that I could 
not begin to control it. The result was that 
the planes actually tipped up until they were 
standing straight up and down in the air. 
The machine then, of course, dove sidewise, 
and the result was a sprained ankle, knee and 
hip joint for the too enthusiastic writer. 

The moral is not to attempt these things 
unless it is light enough for the automobile 
to hold a straight course, and also unless 
there is a little breeze. In the free flights 
down hill there is practically no danger of 
accident to anyone having ordinary dexterity. 

Can a Man Fly 
With Wings? 

By H. La V. Twining 

[Continued from the June Number] 

President Aero Club of California : Head of Physics 

and Electrical Engineering in the Los Angeles 

Polytechnic High School ; Author of 

"Wi7-eless Telegraphy." Etc. 

A superfi.cial observation of the bird brings 
out the following facts : The wing is attached 
by its front edge forward and above the 
center of gravity of the body of the bird ; and 
the center of gravity of the body and the 
center of figure of the two wings are situated 
in nearly the same vertical plane. This rela- 
tion is fundamental. 

The pectoral muscles that lower the wing 
arc attached to the front edge of the wing 

muscles. The muscles that elevate and de- 
press the wing therefore oppose one another. 
This makes a lever of the third class of the 
wing, whereby power is converted into speed, 
forming a lever similar to the arm, at the el- 

In Fig. I, let A be the body of the bird, B 
the large pectoral muscle, D the hinge joint, 
and E the elevator muscle. In this lever, for 
striking the air D is the fulcrum, E and B 
the power, while C is the long arm to receive 
a long and swift sweep. Consequently, d; 
short and powerful contraction of the muscle 
B resulting in a small movement at O throws 
the end of the wing C, through a long dis- 
tance quickly. Since the reaction of the air 
upon the wing C is proportional to the square 
of the speed with which it is driven, we can 
see at once the advantage of this arrangement. 
Here is a factor that makes the length of the 
wing much more effective than its width. In 
fact the wing must be narrow and long in or- 
der to develop the greatest reaction, and it is 
not a mere matter of the relation between 
square surface and weight with which we 
have to deal. The less the surface and the 

near the body, and the elevator muscles are 
found underneath the large pectoral muscles. 
They send a tendon up around the hinged 
joint between the wing and shoulder. This 
tendon attaches to the upper front edge 
of the wing, nearer the joint than does the 
lower rnuscle. The remarkable fact to be 
noticed is that the elevator muscles are very 
small and weak compared with the depressor 

shorter the wing, the greater the speed with 
which it must be driven in order to develop the 
same reaction. The wider the wing and the 
shorter it is, the square surface remaining 
the same, the faster it must be driven in order 
to develop the same lift. The longer the wing, 
the slower it can be driven in order to de- 
velop the same lift. In fact, its speed will 
vary inversely as the square of its length and 


July, ipio 

inversely as its width. It is readily seen that 
it is the outer end of the wing that really 
does the work. In fact, the inner part of 
the wing can be entirely cut away, and it 
will remain just about as effective. Either in 
soaring or in flapping flight, it is the end of 
the wing that is the most effective. 

The next feature to be noted is this : In or- 
der to obtain support a lo-lb. turkey must 
develop 5 lbs. reaction under each wing. 

We shall suppose that this 5 lbs. reaction to 
exist at the center of pressure which we shall 
suppose to be two-thirds of the way out 
towards the tip, at least. Since the pressure 
increases with the square of the distance from 
the center of motion, this is very nearly true. 
The turkey that I mentioned before has a wing 
spread of 5 ft., with an area of 3 sq. ft., 
and an average width of 71/2 in. This would 
locate the center of pressure about 20 in. out 
from the shoulder. The pectoral muscle that 
depresses the wing is attached about iH i"- 
from the shoulder. Here an important point 
presents itself. In a lever, the power times 
the power distance equals the weight times the 
weight distance. In Fig. i, if we regard 
the power applied at O as represented by X, 
D being the fulcrum, the power distance is 
OD. The reaction, which is equivalent to the 
weight, is at M and hence MD is the weight 
distance. QD is i^ in., MD is 20 in. and the 
reaction at M is S lbs., hence (X) (i^) 
equals (20) (5). Solving X, equals 66S lbs. 

If the above analysis be correct, then the 
turkey must pull with a force of 663 lbs. on 
each wing in order to fly. if it is continuously 
to support its weight. That is to say the 
turkey must maintain a pull of 133J lbs., 
while flying or soaring, provided it is con- 
tinually supporting its weight. 

This means the expenditure of .24 h. p. in 
order to rise i ft. in i sec. or .12 of a h. p. 
to rise 6 in. per sec. 

This is preposterous. A man's rate of work 
is about .1 h. p. If a man climbs a moun- 
tain, rising at the rate of a foot per second 
he has to be a hustler. This requires .27 h. p. 
In fact to go upstairs at that rate will take 
the breath out of an ordinary man. If he 
climbs at the rate of 6 in. per sec. he will 
be doing pretty well. This is .13 h. p. A 
lo-lb. turkey is not very fond of flying. A tur- 
key buzzard, however, weighing 4 lbs. and 
having a wing expanse of 3 ft. and an average 
width of 8 in. flies and soars with ease. Each 
wing is iy> it. long. This gives an area of i 
sq. ft. per wing, or 2 sq. ft. 

In this wing then we have: (X) (i) equals 
(2) (12) ; the pectoral muscle attaches i in. 
from the shoulder; and 5 of 18 in. is 12 in.; 
a 2-lb. reaction is necessary at M. Con- 
sequently X equals 24. Hence the buz- 
zard must pull 24 lbs. on each wing or 48 lbs. 
in all. This gives the turkey buzzard about 
.T h. p. to rise i ft. per sec, whether soaring 
or flying. 

An ordinary man weighs 37V2 times as 
much as the turkey buzzard, and if the buz- 

zard is expending energy at the same rate that 
a man expends energy, then it has to burn 
as much fuel as a man in a stove 1/37 as 
large. This does not look good to a reason- 
able mind, and there must be some mistake 
in it. 

If, on the other hand, the fulcrum is not 
at D, Fig. I, after the resistance of 2 lbs. 
is developed at M, but at M instead, then 
we have an entirely different proposition. 
In a lever the fulcrum is at the point of sup- 
port when the weight is lifted. When the 
bird is lifted by the reaction of the air, it is 
resting on the center of pressure of the wing. 
Hence the fulcrum ought to be found at that 
point. If this supposition be true, then the 
weight arm and the power arm are very 
nearly equal. MD is the weight arm and MO 
is the power arm. Then (20) (5) equals 
(18.5) (X) whence X equals very nearly 5.4, 
in the case of the turkey. In the case of the 
buzzard X equals 2.18 lbs. 

This shows that a bird in flying has to lift 
practically its own weight only. This looks 
more reasonable. This represents .02 h. p. 
for the turkey and .008 h. p. for the buz- 
zard in rising i ft. per sec. 

There are losses to be taken into account 
here, of course, that would increase this. 

But the question is, is the fulcrum really 
out at the center of pressure on the wing? 
Experiment only can determine it, although 
to suppose otherwise does violence to the 

In a recent experiment results were ob- 
tained, which point clearly to the conclusion 
that the fulcrum is really out at the center 
of pressure. 


Last sum.mer I constructed a machine built 
on the principles of bird flight as I see it. 
The machine weighs about 100 lbs. My 
weight is 140 lbs., making 240 lbs. The wings 
are manually operated by levers, which attach 
to the front edge of the wings through links, 
giving a leverage of four to one. The links 
attach 3 in. from the shoulder of the ma- 
chine. The point of attachment is thus located 
forward and above the center of gravity of the 
body and machine. The machine is mounted 
on three bicycle wheels. I had hoped to cause 
it to run along the ground when the wings 
were made to oscillate, and after getting up a 
speed of 8 or 10 miles per hour on the ground, 
I hoped to be able to develop enough lift to 
take it off the ground. But nothing of the 
kind happened. I could beat the wings some 
52 half beats per min., and develop enough 
reaction to take the wind out of me in about 
TO sec. The wings had 30 sq. ft. each of sur- 
face and were some 10 ft. long by 4 ft. wide 
at the widest part. It took only a one pound 
and a half pull to move the machine along 
the ground with myself in it. 

We suspended the machine by a block and 
pulley attached to a spring balance, and with 
myself in it, it weighed 240 lbs. By beating 
the wings down the machine rose 2 in. and gave 


July, ipio 

a i20-lb. lift on the scale. On the up stroke 
the machine rose slightly and developed for- 
ward motion. 

Now if the fulcrum is at the shoulder we 
have the following: OD, Fig. i, is 3 in., DM 
is 80 in., hence (3) (X) equals (120) (80) or 
X equals 3,200 lbs. That is it would take a 
pull of 3,200 lbs. at O to develop a reaction 
of 120 lbs. at M on both wings in order 
to lift the machine. It would take one-half of 
3,200 lbs. or 1,600 lbs. to develop 60 lbs. at 
M in order to lift half of the weight. 

As a matter of fact I was lifting half of 
the machine by making a 200-lb. pull at O. If 

the fulcrum were at D, I should have been 
able to have developed only a 9-lb. lift in- 
stead of 200 lbs. lift. 

By an i8-in. motion between the hands and 
feet, the tip of the wings can be swung 
through 10 ft. The above results seem to in- 
dicate that the fulcrum is out on the wing, 
and if that is the case, there is no reason 
why flight with wings should be impossible. 

There are other factors though that might 
favor or prove unfavorable to the above con- 
clusion. If the wing is wasteful of power, 
or if the power is applied in a very disadvan- 
tageous manner, it might still be impossible. 
[To be contintied] 

* t 

I New Prizes t 
* t 

Curtiss' Flight Gets New Prizes. 

The Albany-New York flight of Curtiss imme- 
diately had its effect on prize giving. For the 
past two years newspapers have been asked to 
offer prizes, but they seemed very cold. Mr. Cur- 
tiss' flight seemed to work wonders over night. 

World-Post-Dispatch $30,000. 

At the Hotel Astor hancinet the .$."0.(100 prize 
of the New York World and the St. Louis Post- 
Dispaich for a flight from New York to St. Louis, 
was made public. Conditions have not yet been 
named, as the prize will, it is expected, be award- 
ed under the rules to be formulated by the national 
federation at its convention on, June 22. 

N, Y. Times-Chicago Post Prize. 

Another big prize of .$2.5,000 was announced at 
the Astor dinner by the New York Times in con- 
junction with the Chicago Evening Post, for a 
flight between Chicago and New York, about 9G0 
miles. Other prizes will undoubtedly be offered by 
cities along the route. Conditions for this also 
will wait for the national federation which, no 
doubt, will in the future control all events in this 
country of local or national character. 

Missouri Raising $10,000 Prize. 

Only a few thousand dollars is needed to com 
plete the prize of $10, 000 which will be offeree 
in July for a trans-state flight in Missouri, thi' 
start being St. Louis and the finish Kansas City. 
The prize will be open for competition the week of 
July 18, according to the present plan. 

It is further planned to allow five stops at as 
man.y controls, if more than one entity is received 
and to start all at the same time on a day to be 
specified by an impartial committee, which will 
take weather conditions and the preparedness of 
the contestant into consideration. Three days will 
be allowed for the journey. 

The course will probably be along the Wabash 
railroad to Kansas City, a distance of about 2T(' 

Edwin Gould Prize. 

Edwin Goul- -.*s offered through the ^scientific 
'merican a prize of $15,000 for the production of 

the best successful aeroplane equipped with two 
or more motors and two or more propellers, so that 
any power plant can be used either individually 
or in conjunction with the other or others. This 
prize is to stimulate the invention of a "safe" 
machine. The conditions will be announced later. 

Evening World Trophy. 

The Evening World has offered' a perpetual chal- 
lenge trophy in silver to the amateur making the 
longest continuous flight in any year. Each win- 
ner holds the cup for a year. The complete rules 
will be formulated and adopted at the national 
convention on June 22nd. 

Scientific American $100 Prize. 

The Scicntilic American offers .$100 in three 
prizes to be awarded to the inventor who gives 
the best account of how he conceived his inven- 
tion, how he developed it in actual practice and 
how he succeeded in, getting it. This sum is 
divided $50, $35 and $15, open to August 15th, 
1010. For rules address Scientific American, 361 
Broadway, New York. 

$20,000 for Race Between Wright and 

The Aero Club of Washington has offered $20,000 
to the Wrights for a flight from New York to 
Washington if they will enter one of their ma- 
chines against a Curtiss. 

J. P. Erie, of Denver, Colo., has been ex- 
perimenting with a glider in which the upper 
surface is some 8 ft. greater in spread than 
the lower. This, he says, lends greater stabil- 
ity. There are triangular "wing tips" from 
the upper to the lower surface, at an angle of 
about 45 deg. from the horizontal. 

First College Aero Degree. 

The first degree to be awarded l)y an .\merican 
University for work in' Aeronautics wa^s granted 
at the Columbia University commencement this 
June, when, Grover C. Loening received the degree 
of Master of Arts. Loening's thesis, entitled 
"An Investigation of the Practice and Theory of 
Aviation," is about forty thousand words long, and 
is a complete study of the aeroplane, from prac- 
tical as well as theoretical standftoints. Twenty- 
six large plates accompanying the thesis, and show 
details of the various successful aeroplanes. 



5f(ETCH I. 

X- B C 

^'^^Cinit^nt \ 

July, ipto 
!i »i»»»»»»»»»»»8»«» i :»»:»»»m »mmg 

§ How to Make I 
ill a Propeller :: |:| 

To make a propeller templets for a uniform 
pitch propeller, using the Drzwiecki method, 
one follows the plan below, which has been 
adapted from the French of M. Drzwiecki's book. 
You can take the pitch and diameter you have fig- 
ured out yourself, or take the dliameter and pitch 
of such propellers as mentioned in Aeronautics. 

First obtain the pitch constant M, i. e., Pitch 
divided by two times 3.14159265, or roughly, 
pitch divided by 6-2/7, or L as it is near 
enough. * 

Having obtained your pitch constant M, lay it 
out on the horizontal line AC (sketch I). This 
will give you the distance EB. Draw a line iiF 
perpendicular to AC from the point E. On this, 
starting from E, mark off lengths equal to %M, M, 
2M, 3M, 4M, 5M, giving you the points 1, 2, 3, 
4, 5, 6. Lines are then drawn through these 
from the point B. 

From these points 1, 2, 3, etc., with a radius 
equal to % of the specific width of the blade 
(This width is the width of the proposed propeller 
at that point and may be any width you choose.) 
arcs are drawn to intersect the lines IB, 2B, etc., 
on tlie same side of the vertical line EF as the 
point B. Lines parallel to AC are then di-awn 
through these points of intersection of the arcs 
with IB, etc. 

The same procedure is carried out on the other 
side of the vertical axis E'F, with the same cen- 
ters, but with a radius equal to % of the specific 
width and lines parallel to AC are again drawn 
through the points where these arcs cut the lines 
IB, 2B, etc. 

--A- -A 



//iy6 S^nc/ 

■5 H/iWe 4s. K^rJe 

\ 5fiETCH UT 

i F 


The fourth sides of the templets are bounded 
by the vertical axis AD drawn perpendicular to AC 
at any optional distance from the point E. Drzwiec 
ki used narrow blades about one-tenth of the di 
ameter wide. 

The templets thus obtained are cut out of thin 
pieces of wood and the points "a" are marked upon 
them at a distance of Vi their width. The % of 
width point "a" is measured from the front edge 
of the blade, i. e., the same sidte as axis EF is on 
and directly under the axis EF. This is where the 
thickest point of the blade comes, or the shank 
in a metal blade, and is near the front, to be at 
or in front of the center of pressure. (See sketch 
I.) These templets are numbered as in sketch I and 
fastened to a board with their plane pei-pendicular 
to the board. All the points "a" are placed on 
the axis "xy" in sketch II. These templets are 
spaced %M, M, 2M, etc. The axis "xy" is di- 
rectly under EF. ^^ 

St. Louis Active in Ballooning. 

Charles F. Wenneker, president of the Million 
Club, has placed an order with H. Eugene Honey- 
well for a balloon of racing size, which S. Louis 
Von Phul will pilot in the elimination race to 
select the American team of three balloons to 
represent the United States in the international 
balloon race, which will start from St. Louis, Octo 
ber 17. The elimination race will be held Septeo; 
ber 17 from Indianapolis. 

This action on the part of the 
Million Club now makes certain 
five entries from the Aero Club of 

July, ipio 

Si. Louis in the elimination race, and gives the 
club a chance to win all three places on the Amcri 
can team. It is not expected that any other clu' 
will enter more than three balloons in the elimina 
tion race. 

These templets, of course, may be curved' to 
form segments of a circle. It will be seen that 
the inclined edges of the templets form a guide 
to determine the shape of the blade of the pro- 

, 'Tfor illustration, take a Curtiss 6-ft. diam. and 
5-ft. pitch propeller, 4 in. wide at hub, 7 in. at ex- 
tremity. (Sketch III.) One blade is 3 ft. from the 
center of the hub. Draw a line 3 ft. long. Pitch is 
QO in. One-sixth of 60 is 10 in. Lay off 10 in. on 
line EC. Then take distances, 5":=y2M, 10"=::M. 
etc. This gives only four templets, due to 
the fact that Curtiss" propeller is shorter than 
Di-zwiecki's standard length. (Accord'ing to 
Drzwiecki, a propeller with a 5-ft- uitch ought to 

This will -duplicate, how- 
is it is not of uni- 

be about lOO in. long.) 
ever, a Curtiss' propeller, 
form pitch. 

The balloons piloted by members of the St. Louis 
club will be the club aerostats, St. Louis No. 3 


New Engine 

of Detroit 



and St. Louis No. 4, the latter just completed by 
Honeywell ; the Centennial, of Honeywell ; William 
F. Assmann's balloon, not yet christened, and the 
Million Club balloon. 

Wooster Lambert says he will be Honeywell's 
aid in the Centennial, unless the health of J. W. 
Tolland, who was to have filled the place, improves 
sulBciently to permit him to take part. The St. 
Louis No. 3 will probably be piloted by James 
W. Bemis, while A. B. Lambert may be the pilot 
of St. Louis No. 4. 


























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July, iQio 

A^P^Ta^, 7:0^ 




.. ife-'« 4 

C u r t i s s Wi n s 
:: $10,000 Prize :: 

Flies From Albany to New York 

aj Landed 8:36 
i,i-ef( - 9:26 


Distance, course. Albany to Camelot. 71^4 miles. 

Distance, course, Albany to Spuyten Duyvjl. 
1^8 miles. 

Distance, course. Albany to Governor's Island. 
U2^2 miles. 

Distance, straight line, Albany to Spuyti n 
Duyvil, 122.8 miles. 

Distance, straight line, Albany to Governor's 
Island, 136.;?4 miles. 

Speed per hour, by path. Albany to Spuyten 
Duyvil 50.51 miles. 

Total time in air, 2 hours, 50 minutes. 

Elapsed time, Albany to Spuyten Duyvil 2 hours 
32 minutes. 

Gasoline used, 1.5 gallons. Oil used. 2 gallons. 

Weight of machine. Curtiss aboard, with tanks 
tilled, etc., about 1,000 pounds. 

Distances compiled for AfRoNAUTirs by Mr. 
Williams Welch, Chief Draft.sman, Office of the 
Chief Signal Officer, U. S. A. 



Sunday. May 29. The Hudson-Fulton Celehra- 
tion of October was made complete only today 
when Glenn H. Curtis.s, bearing a letter from the 
Mayor of Albany to the Mayor of Xew York, won/- 
the Xew York World's $10,000 prize for the first ' 
man to fly from Albany to New York, with an 
allowance of two stops on the way. Curtiss made 
but one stop within the conditions of the prize. 

After waiting several days for favorable weather, 
the start was made from Van Rensselaer Island 
in the Hudson River, at Albany, at 7 :02 a. m. 
Circling over the lower part of the city, a minute 
later he crossed the line and was on his way to 
New York. * 

At New Baltimore, a special New *Y'ork Central 
train bearing Mrs. Curtiss. Mrs. .T. S. Fanciulli. 
.\ugustus Post, the official observer: .T. S. Fanciulli. 
Henry Kleckler. Mr. Curtiss" Chief Engineer: a 
committee from Curtiss" liome town of Hammonds- 
port and the newspaper men and photographers 
caught up with the aeroplane and kept pace with 
it as far as the first stop, near Poughkeepsie. 

The New York Central Railroad runs close along 
the river as far as Spuyten Duyvil and the pas- 
sengers could see practically every foot of Cur- 
tiss" flight. 


On down the Hudson without a skip of the en- 
gine, high over the Poughkeepsie Bridge he came, 
landing for gasoline and oil at Camelot, a few- 
miles below Poughkeepsie at S :2Q. after flying 7144 
miles in 8-3 minutes, a speed of 51.5 miles an hour. 
The machine was in perfect condition, save for one 
stay wire which vibrated too much. This was 
remedied. .V farm had previously b. en selected 
here and a red flag hoisted to enaW^ Curtiss to 
make out the place.] 


11 -i 


Undcd I0:3S 
Upal ii:42 



e out the plaee-i /i / <<" i /■ o C 

I 7 I (O-t^i^UL V 

W ,:i //::i\ 


July, igio 


Curtiss Passing West Point 

Pictorial Neirs Co. 

At 9 :26 Kleckler, who had come down on the 
special train, started the propeller and Curtiss 
was off again on the second half of his journey. 

Passing through the Storm King Mountains, 
where the crew of the Ilendrik Hudson are said 
to play at bowls on stormy nights, Curtiss met 
with his only difficulties in the way of air cur- 
rents. Suddenly the air seemed to give wa.y be- 
neath the machine and it dropped like a plummet 
a few feet in the descending current. 

"At Storm King." Mr. Curtiss told Aeronautics, 
"I was flying high through the narrow gap in the 
mountains and I caught the down current on one 
side more than on the other, and I dropped thirty 
or forty feet very suddenly and sidleways. I had 
to shift the front control to get straightened out." 


Making a wide detour toward the Jersey side of 
the river, he flew over the railroad bridge spanning 
Spuyten. Duyvil Creek and landed at 10 :35 on an 
open, field on Manhattan Island. Ilis oil tank was 
leaking and, though the conditions were fulfilled, 
he wanted to make the feat complete by continu- 
ing on to Governor's Island off the southern part 
of New York City, so he deemed it best to fill 
up with oil to make sure of the accomplishment. 
From Camelot to Spuyten Duyvil is 56% miles, 
time 69 minutes, or an average of 49.347 miles 
an hour, somewhat slower than the first half. 

This field sloped steeply to the creek and there 
was no room to get a running start, so the ma- 
chine was headpd down the steep, grassy pitch 
and was in the air in record distance at 11 :42. 
Out over the bridge again he went, between 
roughly wooded hills on either side and turned 
gouth down the Hudson, past Grant's tomb and 

over the plying excursion and ferry boats, the 
Statute of Liberty, to within a few feet of the 
shed which housed his macliine on Governor's 
Island during the IIudson-Fulton celebration. The 
exact time was not taken here, but has been 
put at 12 noon. At 49.3 miles an hour it would 
.iust about take from 11.42 to 12 noon to cover 
the 14.5 miles. 

As soon as the Curtiss party and the newspaper 
men could get to the battery they boarded the 
little government ferry which runs to Governor's 
Island. Mr. and Mrs. Curtiss embracedl and were 
then congratulated by the few who were lucky 
enough to get by the guards at the ferry. The 
Ilammondsport delegation and a committee from 
the Aeronautical Society were on hand to express 
their appreciation of the great feat. The Aero 
Club of America, under whose auspices the prize 
was donated, unfortunately neglected the formali- 
ties of such a momentous occasion. 

The party went to the Astor for luncheon and 
then proceeded to the World oflice where the check 
for $10,000 was handed Mr. Curtiss with a few 
congratulatory words on his achievement. 


Previous to this memorable flight, Curiiss made 
several long flights at Ilammondsport over Lake 
Keuka. landing in the water, one of which lasted 
thirty-eight minutes. 

Mr. Curtiss also entei-ed for the Scientific Ameri- 
can trophy, and the first half of his trip counts 
as a record for this event. Mr. Curtiss won the 
cup on the only two previous trials. 


Nearly four pounds to the square foot were 
carried in the flight, the upper plane having a [ 


July, 10 10 

spread of 31 feet 3 inches, bein? extended 30 
inches on each side. The lower plane measured 
26 feet 3 inches. The front and rear horizontal? 
were about three inches wider than usual. Flat 
rubber bags had been, arranged below the outer 
pxtreinities of the under planes, wooden strips 
Deing fastened to the front and rear lateral beams 
forming the chord of the surface and in between 
(v-ere the rubber air liags. Two cylindrical metal 
tanks were also attached under the lower surfaces 
5n a line with the wheels, and the usual central 
■ikid had a wide board nailed to it on which was 
mother rubber bag as shown in the photo. The 
two tanks were left behind at Spuyten Duyvil. 
Tust in front of the front wheel, too, was a small 
nirved surface to act as a hydroplane in case of 
anding in the water. 

A Bosch magneto secured the efficiency of the 
!park and a special large El Arco radiator kept 
he 50 H. P. Curtiss 8 c.vlinder engine cool, and 
Vacuum oil did the lubricatint;-. The wheels are 
itted with Palmer tires and the planes are cov- 
■red with Bakl'win combination cloth. 


Paulhan took 4 hours 12 minutes elapsed time 
o cover 183 miles when he won the London 
flail's .fSO.OOO and made it in two stages of 
LIT and 66 miles each. The 117 miles were 
;overed in 2 :39, a rate of nearly 44 miles per 
lour. A night's sleep intervened and the remain- 
ng 66 miles were covered in 1 :23, a rate of nearly 
18 miles per hour. The average for the above 
vas 44 :3T miles per hour. Paulhan could have 

landed at almost any time and started again, 
whereas could not have started if he had 
had to land in the water and for the whole dis- 
tance there wa-s scarcely a suitable space for 
landing on the ground, as for nearly the entire 
way rocky, wooded bills with precipitous sides 
line the river. 


Tile following Tuesday evening a banqut't was 
given by the World at the Hotel Astor to Mr. 
Curtiss, presided over by Mayor Gaynor. to which 
invitations were sent by the commonplace tele- 
graph. Telegrams of congratulation from all over 
the world were read between courses. The speak- 
ers were : Mayor Gaynor, Hudson Maxim, president 
of the Aeronautical Society; Samuel 11. Valentine, 
vice-president Aero Club of America: Don Seitz, 
of the World : Hon. .James M. Beck, and Glenn 
Curtiss himself was prevailed upon to say a few 

On. .lunc 7th the X. Y. Press Club gave a dinner 
to Curtiss. President .John .\. Ilennessy presided 
and introduced the speakers with an abundant fund 
of humor. .T. Bernard Walker, editor of the Scien- 
tific American, announced the Edwin, Gould prize 
with appi'opriate remarks. William A. .Johnston, 
of the X. Y. World, announced a trophy of the 
Erenini) World for amateurs: both proffers ai'oused 
great enthusiasm. The other speakers were : G. H. 
Curtiss, Charles M. Manly, Lieut. Humphreys, 
late of the U. S. A.; L<'e S. Burridlge, Clifford B. 
Harmon, William .J. Hammer, and Rhinelander 

Just After Curtiss Landed at Governor's Island 

Pictorial Xev:s Co. 



July, ipio 

Hamilton Flies 
to Philadelphia 

First Round Trip Between Cities. 



Distance. Time. 

Left Governors Island , 7 :43 A.M. 

Landed at Philadelphia. T7.T'.'.'i>g.O 9:26 A.M. 


Left Philadelphia 11 :33 A.M. 

Landed, South Amboy (after a 

detour) S.^.-Jl-^T. -e^sO 12. .54 P.M. 

Reascended, South Amboy .■^^j'^.C-^^HJ 6:17 P.M. 
Arrived at Governors IslanS'."'.^ mrt^ 6 :40 P.M. 

Time to Philadelphia. 1 hour, 43 minutes. 

Philadelphia to South Amboy. 1 lir. 21 min. 

South Amboy to Governors Island, 23 mjjurtes. 

Total distance, Phila. and return, MW^iles. 

Total time in air, 3 hours, 27 minutes^ 

Average speed per hour to Phila., l i O i OO miles. 

Average hourly speed from Phila., 5L34 miles. 

Airline distance, one way, f*»miles. Tti^**f- 

Average speed over straight line, UhW miles. 

Note. — The distance by path is not exactly ac- 

Weight of machine with extra large oil and 
gas tanks, mounted, 950 pounds. 

Surface main planes, 236 square feet. 

On June 13, CharTes 


Tes K. Hamilton flew fro^in 
New York to Philadelphia and back in a Curtiss 
biplane in just a trifle over eleven hours. This 
is the first round trip between large cities and he 
kept a schedule which had previously been pre- 
pared very closely. His average from New York 
to Philadelphia and return was 50.72 miles per 
hour. On his trip over he m^de 50.09 and re- 
turning, 51.34. A special train on the Pennsyl- 
vania railroad followed him nearly the entire dis- 

Hamilton mad'e the first start from Governors 
Island at 7.11 A. M., but the propeller struck an 
obstruction, breaking one of the blad^es. Glenn 
H. Curtiss took the propeller from his Albany- 
New York machine, which fortunately was still 
housed on the island, and it was nuickly put on 
Haimilton's 'plane, and he prepared for the sec- 
ond start, which was made at 7 :36 A. M. He 
rose rapidly to a height of about two hundred 
feet and circled Governors Island, passing over 
his starting point and continued turning, until at 
7 :43 he actually started over New York Bay, 
out over the Statute of Liberty and straight for 
the high chimney of the Standard Oil Company 
at Bayonne. Heading then to the right over the 
Kill von KuU at a speed of about 45 miles per 
hour he flew straight over Elizabethport, where 
he came in sight of the special train which ac- 
companied him over the tracks of the Pennsyl- 
vania railroad. He passed through Trenton at 
8 :49 and landed in, Philadelphia at 9 :26, just 1 
hour and 43 minutes after starting. 

Returning from Philadelphia the start was made 
at 11 :33 A. M. and Trenton was passed at 12 :09 

P. M. Shortly after this point the motor began 
misfiring and he became confused by the rail- 
road tracks of the Pennsylvania railroad and the 
Baltimore & Ohio railroad. Following the latter 
to South Amboy, he then decided to make a land- 
ing and seeing what he supposed to be a meadow 
on the shores of the Raritan River, he descended, 
but found the ground was a marsh. The spark 
plugs were changed and a new propeller sent from 
Governors Island was put on the machine to re- 
place the one which he had which was broken in 
landing. The machine was carried from this wet 
ground.,, up, the bank to a roadway, and a new 
start was made from this narrow place at 6 :20 
P. M. and Goverjio,rs Island was reached at 6 :40, 
a little over eleven ^ours from the time of eaving. 
Bosch Magneto and Palmer tire< won ;ignin. The ladi 
ator was an A-Z. 

Other Flights in Curtiss Machines. 

On .Tunc 7th to 9th. ^Villard and Mars were 

at Topeka. Kan. In flying over a railroad train, 

the .aeroplane caught the suction from the last 

cfvr'.tand dropped to the ground, partially wreck- 

U'-iag it. Mars was uninjured. •"''^ 

On .Tune 12 at Springfield, Mo., Willard's en- 
gine failed him at a critical point, after making 
two good cross-country flights. In making a hasty 
descent Willard sustained cuts and Bruises and 
the machine was almost totally wrecked. 

.T. C. Mars and C. P. Willard gave exhibitions at 
.Toplin. Mo., May 28-31. Both Willard -and Mars 
did well the first two days. Rain-then intervened 
and "rain checks" were issued. On the 31st a 
new "stunt" was developed. 


Opening the program of tiie last day of flights, 
Charlie Willard launched out on a cross-country 
flight early in the afternoon. Straight across un 
even country he flew until he disappeared across 
the crest of a line of hills. When he did not 
return after an hour's wait, .1. C. Mars, the 
other aviator, set out to find him. Following the 
direction taken b.v Willard, Mars found him six 
miles from the aviation field, near Carl Junc- 
tion, Mo. Mars landed nearby and discovered 
that Willard's propeller had' been splintered by a 
rifle shot, from some person whose identity is un- 
known. Willard was at a height of 500 feet when 
the bullet .struck his machine. He landed with 
considerable difliculty. liarely escaping collision 
with a clump of trees. As soon as he discovered 
the nature of the accident Mars fiew back to the 
aviation field, explained the circumstances and an 
automobile carried a new propeller to Willard', 
Mars returning to him through the air. , 

Willard's machine repaired, both aviators fiew 
back to the aviation field and described figures 
in the air for an hour. 

Hamilton finished his engagement at Atlanta, 
where he made his usual highly spectacular flights 
over the Speedway and during the auto races, on 
May 7th. The day before he made cross-coim- 
try flight to Jonesboro, thirteen miles away, and 

.\t Augusta, Ga., on the 11th of May he aroused 
an enormous crowd to a high pitch of enthusiasm. 
From there he went to Jacksonville, Fla., for 
May 21-22. 

Willard flew in Alexandria. Va., May 14, for 
thirty minutes in a drizzling rain. 



July, ipio 

Wright Students Complete Training. 

Dayton. O.. June 11. — The Wright Company 
closed the Montgomery camp the last of May. As 
the pupils there had practically completed their 
training they were brought on to Hayton to help 
train the new men. Since that time, flying has 
been done in all kinds of weather and in winds 
running up to thirty-two miles an hour. The men 
are taking long glides, and in fact, are thoroughly 
familiarizing themselves with the operation of the 
machine under every possible condition. 

Some sensational flights have been made for alti- 
tude, gliding and short circles. Only a few days 
ago. .Tune 8th, Orville Wright was up to an alti- 
tude of al)out two thousand feet. When al)out 
a mile and a half or two miles away from the 
field he shut off the power and descended on ;in 
angle, and to avoid over-sliooting tlie mark, he had 
to make several large circles. This was certainly 
an inspiring sight. 

Duval La Chapelle, Paris ; Walter Brookins, 
Dayton Ohio ; Ralph .Johnstone and Frank Coffyn, 
of New York, and Arch Hoxsey. of Pasadena, Cal., 

* <S> 

I The cylviation 
I :: :: World :: :: 

to get into the air. The ground at the aviation 
training camp at Dayton is peat, which rises into 
uneven hummocks and makes what naturally would 
be thought a most objectionable surface to start 
or land on. Tlie Wright aeroplanes have no 
trouble, however. 

During the last ten days, more than, 161 flights 
have been made of a total duration of twenty 
hours. The meet at Indianapolis, June 13th to 
ISth, is making everyone hustle, the factory is 
turning out a machine a week, and the Exhibition 
Department has bookings already to keep at least 
twenty-five machines going in the fall. 




New Stability Plane on Wright Machine 

with X. L. Welch, of Washington, are the men who 
have completed their training. 

The photograph shows the students putting the 
truck under a Wright aeroplane at the Montgom- 
ery, Ala., aviation training camp in preparation 
for starting a flight. The rail on which this rolls 
is in sections which may be handled easily and 
quickly placed in position. Unless it is found d(>- 
sirable to make a quick and short start, as in a 
restricted area, the tower and welglit are not used, 
but the machine travels along the rail with its 
own propelling force, gaining momentum until 
the aviator raises the elevating planes and the 
aeroplane rises in flight. The use of the rail 
makes it possible to start on short notice on almost 
any kind of ground affording sufficient open space 

Bishop Wkight Takes First Trip. 

On May 25th the Dayton Aeroplane Club was 
invited by the Wright Brothers to visit the grounds 
and witness the flights. Eight wore made, on one 
of which Orville Wright went up to 2,720 feet. In 
another flight Orville took his father for his first 
ride, remaining in the air for ten and one-half 
minutes. 'The last trip of tlie day was made by 
the two brothers together, for the first time. 

.\ committee has been appointed by the Aero- 
plane Club to ari'ang(> for a suitable memorial 
to the W-*"ights. The club will also purchase an 
aeroplane and has two sites in views for an aero- 
drome. The club now has over six huadred mem- 



July, ipio 

Wright Machines Now Have Tails. 

The ilhistratioa herewith shows the tail now be- 
ing used at Dayton. This apparently is either 
under independent control of the operator or is 
connected by crossed wires to the front rudder and 
acts in conjunction with it. A rudd<?r of this na- 
ture, under the control of the aviator, has been 
added to some of the French Wright machines, and 
in the German, Wright machines a fixed horizontal 
surface, 12 ft. by 2 ft. is also located as shown. 

Lots of Flying at Mineola. 

Mineola, .June 11. — A lot of credit must be given 
to Clifford B. Harmon, who is the only amateur 
in the East, at least, who is doing much flying. 
Since he began flying at Mineola his aerial trips 
have become longer and longer and he has ventured 
forth in greater and greater breezes. He has had 
a couple of accidents of no very serious couse- 

Seymour, who bought A. P. Warner's Curti«s, 
claims that he finds it very difficult to turn to 
the right, which is in the opposite direction to 
that of the rotation of the propeller, and a larger 
circle must be made than, when turning to the 
left. The ailerons seem to have greater effect and 
stability is more easily maintained when turning 
to the left. In flying straightaway in calm air no 
turning movement of the aeroplane itself is no- 

Captain Baldwin, since the first of May, has had 
about twenty days" flying, beginning with just 
runs on the ground and getting up to a fifteen- 
minute flight. Captain Baldwin believes ini a low 
center of gravity and has his motor placed low 
down on the lower plane, driving his propeller by 
a chain. While he uses ailerons now, he will 
shortly put back his vertical fin on top of the 
u]ii)e!- surface. 


Hamilton making a Sensational Dive over the Aeronautical Society's Shed 

X r. World Photo 

landing a bit 
breaking some 

quence, though a few days ago iu 
abruptly the running gear gave way. 
.struts and the propeller. 


His best flight has Ix'en one of fifty-flve min- 
utes and no one took particular notice of the 
fact. A year ago this was about the record 
and the papers described in full detail everybody'i- 
aeroplane, even if on paper only. 

These accidents Mr. Harmon ascribes to lack 
of power in his seven cylinder Gnome motor. -He 
has sent abroad for new valve springs whicli he 
expects will mal<e everything all right again. An- 
other Farman machine will also be delivered t( 
him shortly. 

Joseph Seymour, the auto race driver, has made 
more than a hundred flights, from little jumps 
to one of twenty miniutes day before yesterday. 

Ifarry S. Harkness is comi<Teting a big shed to 
liouse his Antoinette. 

W. L. Fairchild has installed his Itequa-Gibson 
motor, and will be ready in a few days to give his 
his monoplane, which comprises some new features, 
a try-out. In the next issue we will be able to 
give full details of the machine. 

In the Aeronautical Society's shed. Prank Van 
Anden has a new biplane, W. .1. Diefenbach is still 
working on his biplane, the Louis Rosenbaum 
monoplane is nearly ready for trial and Miss E. 
h. Todd has her machine there. Edwards ajid 
Edick have a Curtiss-type biplane with a motor 
of their own make installed. 

Francois Raiche, who built a Curtiss-type bi- 
plane for Daniel Frisbie. of Kochester, started to 
try it out on June 8th. The engine was cranked, 
Raiche got in the seat, touched the accelerator 



July, ipio 

and — but the machine did not move. Raiche looked 
wonderingly around to see why it didn't go, but 
there was nothin" doin.' The machine was given 
a good strong push and it ran along for ten 
yards when the propeller came off and the crank- 
shaft broke in two. The engine has four cylin- 
ders, opposed, arranged horizontally. On a pre- 
vious trial of the engine, the cylinders broke. 

Hamilton Flying at Mineola. 

On the day of the Curtiss flight, Hamilton and 
his machine arrived in New York. Within a few 
days it was down at Mineola where Hamilton did 
some of his highly sensational flying for the 
benefit of the hundreds of people, automobile par- 
ties from New York, wealthly residents of nearby 
summer colonies, who are on hand daily now to 
watch the flights of Hamilton, Harmon, Seymour 
and Baldwin, and to look over the other machines 
being built there in the sheds and tents. 

Hamilton goes up to a height of several hun- 
dred feet and then makes a dive to the earth 
at an angle of nearly forty-five degrees. Within 
twimty-flve or thirty feet of the ground he shoves 
up his front control and the crowd breathes a 
sigh of relief at the safe and easy landing after 
the fearful dip. On only one occasion here has 
he carried a passenger. 

On June 5th Hamilton be^an covering the ma- 
chine anew with cloth, as the old material had 
become worn out with almost daily use in all 
kinds of weather, in preparation for the flight to 
Philadelphia, and on the 8th he made a trial flight 
with the new covering. 


The weatner delayed Hamilton's projected flight 
to Philadelphia and the aeroplane was not ready 
at Governors Island till the afternoon of June 11. 
Toward evening Hamilton made a great flight of 
66 minutes, soaring and swooping like a gnll over 
the ferry boats plying the harbor, not landing 
until it was pitch dark. 

On Sunday, the iL'th, another flight was made 
in the drizzling rain of about ten minutes. 


X. Leo Stevens offers a valuable suggestion to 
aviators. He argues that aviators should carry 
with them on the machine on cross-country flights 
a spare propeller. This would add little weight 
to the machine and would certainly avoid delays 
dependent uiion the breaking of the propeller. 

Erickson Gets His Plane Off Ground. 

.Vfter experimenting for several months with 
two dift'ereut biplanes. Louis G. Erickson, of 
Springfield, Mass., Anally made good. On May IL* 
lie rose about ten feet in the air, traveled sixty 
feet or more at a very uncertain angle and then. 
slnit oft" the power just as it looked as if the bi- 
plane would turn completely over and bury the 
•wiator beneath its wreckage. On May 20' another 
trial was made, but no better results obtained. 

This is the second biplane Mr. Erickson has 
built. He is now working on another biplane, the 
planes of which will be 5x30 feet. The frame will 
he of spruce and bamboo, and the fabuic wii be 
rubberized silk instead of varnished cambric. 


Main planes, which are perfectly flat, measure 
20 ft. by T ft., covered with cambric, which was 
treated with linseed oil and' Japan, equal parts of 
each. Bamboo construction is used altogether for 
ribs and main beams. Ribs placed 1 ft. apart and 
tied to main beams, overlap of 10' in. to the rear. 
Ribs, % in. diameter. The uprights are 1 in. bam- 
boo. 4 ft. 6 in. in length. The riser is 2 ft. by 6 
ft., bamboo frame also. The rudder is 2 ft. by 6 ft. 
horizontal and 2 ft. by 3 ft. vertical. Both riser 
and rudder Curtiss copy. Outriggers to riser and 
rudder are 1-in. bamboo, distance of each 11 ft, 6 in. 
Ailerons, 2 ft. by 6 ft., work with shoulder brace. 
Chassis, 32 in. by 20 in., regular aeroplane wheels 
with Hartford Aviator Tires, set same as Curtiss 
type. Bracing, No. 18 piano wire used with cop- 
per ferrules. Propeller 6 ft. 6 hi., 11 in. at ends, 
made of Philippine mahogany, laminated 6 pieces, 
true screw. Motor power, a 30 H. P. Harriman- 
Fitzpatrick make, turning propeller 1,000, develop- 
ing about 200 to 225 pounds thrust, holding aero- 
plane by means of rope tied to floor. Weight com- 
plete with motor. 475 pounds. 

Flights at Plum Island. 

William Ililliard, an auto racer of Boston, has 
been making successful flights in a Herring-Bur- 
gess machine at the company's trial groimds at 
Plum Island. Mass. 

The Herring-Burgess aeroplane bought by C. W. 
Parker, a showman of Abilene. Kans., made its 
Hrst flight since the latter's ownership on May 20 
at Salina. Shortly after it left the ground it was 
struck by a gust of wind and LaComme, the inex- 
perienced pilot, shut off the motor. A couple of 
braces in tlie running gear were broken. 

Indianapolis Meet Opens. 

Indianapolis, June 15.— The second day of the meet 
closed yesterday. Five Wright aviators are here and in 
addition are: J. W. Curzon [Farinan], M. Marquette 
[Martiuette], ©, R. Shaw [Shaw], Lincoln Beacliey 
[Beachey] and G. L. Bunibaugb [Fisher]. 

Previous to the opening the Wright aviators made some 
preliminary asct nts. 

New World Altitude Record ? 

W. li. Brookins [Wright] flew to an altitude of 43S4 
feel. A conflrraation of this was .sought and the corrected 
height put at --'100 feet. There may be an error in the 
sending of one or the other of the messages. Orville 
Wright himself made a short flight. Brookins made ti 
miles for the fastest 10 mile prize. A. L. Welsli [Wright] 
made the mile trial in 'i-.Hi. Biookins gave a spectacular 
exhibition of tigures, sharp turns and a dive. Two ma- 
chines were in the air at once, each carrying a passenger 
for 12 minutes. 

Brookins [Wright] made a trial hit'li liiKht, going up to 
il)9i feet. In the seco!id trial he did even better, being 
measured at -ISSt feet by A. B. Lambert of the .St. Louis 
A. C. 

G. L Bumbaugh met with an accident in a machine of 
local make, after getting sixty feet in the air. Bum- 
baugh, the veteran balloonist and dirigible pilot, was 
caught under the machine w hen it fell, and painfully 

Full details of the meet will appear in the next issue. 



July, igio 

The Erickson Biplane 

i »»»»»»n»»»»n»»»»:»»»»» ; »»i»»»» 

ill New cTVlachines 

Bicycle Rider Turns Aviator. 

Charles W. Miller, the world famous six-day 
bicycle rider, says he expects to win the New York- 
St. Louis .$.30,000 prize. 

Mr. Miller has just had completed by Messrs C. 
and A. Wittemann, of Staten Island, an aeroplane 
of his own design, equipped with a 75 H. P. White- 
head motor, a comparatively new, high powered 
aviation motor. With this power Miller's aero- 

plane, which is of the biplane type, is expected 
to carry three. 

The main planes spread 35 ft., by 6% ft. fore 
and aft. These are covered with No. 6 Naiad 
cloth laced to frame and stretched to drumhead 
tightness. These are spaced 6 ft. apart. 

The steering is operated bv a wheel as in an 
automobile, somewhat similar to the Curtiss ar- 
rangement. The front elevator has an 8-ft. spread, 
by 2%-ft. depth. A double surface, self-balancing 
tail is provided for stability, with a single vertical 
rudder in the center. Vertical surfaces between 
the planes, similar to the Voisin machine, tend to 
maintain lateral equilibrium. The machine is 
trussed with steel aero cable, galvanizedi to pre- 
vent rusting, fastened to Wittemann turnbuckles 
and specially designed eye bolts. 

Chas. W. Miller's Aeroplane, Built by Wittemann 



The chassis is equipped with three pneumatic 
tired wheels, the rear wheels liaving a spring shock 
absorber, as shown in the June number. 

The ribs are three ply, laminated ash and 
spruce. The weight of the machine, complete, is 
760 pounds. The magneto is Bosch high tension 
radiator El Arco. 

The propeller of the Miller aeroplane is 8 ft. 
in diameter, of 6-ft. pitch. The Whitehead Com- 
pany reports that "On test it gave 270i poundte 
ilirust. but this l\v no meats utilized the power 
of the engine, the propeller being one that was 
merely calculated to drive the aeroplane about 
thirty-eight miles an hour. For higher speed's Mil- 
ler will carry different propellers. 

"On a preliminai-j' test, the engine with a 10-ft. 
propeller, with a T-ft. pitch, and IT-in. width of 
blades gave a thrust of 410 pounds. 

"This is the greatest thrust that has ever been 
developed by a single engine on a single screw 

July, iQio 

has a much deeper curve and Is set at a consid- 
erable angle. Lateral stability is maintained by 
the raising and lowering of the bottom planes, 
making thejB more or less effective. 

The gyroscopic force of the revolving cylinder 
motors also tend to keep the machine on an even 
Keel. When the machine was first put together 
there wrre two horizontal rudders, 6 ft. by 4 ft. 
•'! in. — one 14 ft. in front and the other the same 
distance in the rear, but after a few trials an- 
other surface was added to each rudder. The rear 
one was made stationary and the front one was 
moved to within 10 ft. of the main, cell. With 
this imjirovement the machine flew about lOO ft. 
at a height of 6 ft. The flight was stopped by the 
breaking of the tail. Owing to breakages, no 
more flights have been made. 

There are two revolving cylinders, .36 h. p. Ad- 
ams-Parwell engines, set one on each side of the 

Demoiselle Type Made in Seattle 

for the given, powei- and pitcli speed, which was 
.").600 ft. per minute. 

"The Whitehead motor in construction is of the 
utmost simplicity, there being no valves, springs, 
cams, cam shafts, rocking arms, or intake mani- 
folds. There is absolutely nothing to get out of 
order. The utility of the two-cycle type and its 
ability to make long runs without getting out of 
order is generally recognized. The Whitehead motor 
has reached a degree of perfection which has neve 
before been attained by this type of engine, and its 
lightness, only 200 pounds, makes it the leadin;; 
engine for aviation." 

The Andrews Biplane. 

E. P. Andrews, of Daytona Beach. Fla.. has 
built a biplane which has a wing spread of 4.". ft.. 
the top plane being about 4 ft. shorter than tln' 
bottom one. The planes are 7 ft. wide at tln' 
middle and 4 ft. 3 in. at the tips, and are 6 ft. 
apart. The top plane has a very small curve and 
appears to be set level, while the bottom plane 

aviator. These drive direct two 7 ft. 4 in. tractor 
I)ropellers of 4 1^ ft. pitch. 

The machine weighs about 6O0 lbs. and is mount- 
ed on thri>e small wheels witliout springs. The 
horizontal and vertical rudders are controlled by 
two small wheels, one above the other, while the 
balancing planes are controlled by foot wires. 

Sails Over New York. 
New York, .Tune 14. — Fred Owens sailed his 6 
II. P. dirigible from Hillside Park, Newark, across 
.New York to-day. Passaic was crossed, then the 
Hudson Kiver to the City Hall. The engine got 
going bad and he attempted to land on the roof 
of the City Court Building. Someone in his zeal 
to help gral)b<>d \\\o trail rope and the airship hit 
the chimney, breaking the frame and stopping the 
motor. The shij) went up again in this condition 
and crossed the East River, narrowly missing the 
Brooklyn Bridge, to a safe, though precarious 
landing in a tree in Brooklyn, wh(>n he was res- 
cued by firemen. 



July, IQTO 

■F ▼ ' J"!" V V V'!' "•• *V V 'X' 'I' V V 'I" 'F •!" 'I' 'I* 'I* 'X* V *•* '•" *•* *•* *•* *• *•* 

I News on the 

:: Coast :: 

Byr Cleve T. Shaffer 

The Loose Monoplane. 

GEORGE H. LOOSE, of the Pacific Aero Club, 
has just completed a new aeroplane which 
he is now trying out. 
The machine, 32 ft. spread, 31 ft. long, and 
7 ft. high, is noticeable for its bird-like lines. H 
is very well and strongly built, having a number 
of novel and original features, several of the con 
structural details being especially praiseworthy. 

Planes, in two halves, do not attach direct to 
body but join together a few inches above the in- 
verted triangular frame, where thev are held bv 

20" ; rims and tires appear rather too narrow, hub 
6". Steel tubing axle supports the two 28" by 
IV2" elliptic springs, one on each side. Eight 1", 
by 16 guage steel tubes, 4 on each side, branch 
from spring clips and support the bird-shaped body. 

Body. lYi" round spruce members connected 
with same ingenious patent fasteners, as shown in 
photo of former machine (Aeronautics for April 1 
form an inverted triangle ; the front carrying a 
special alloy casting which holds the front bear- 
ing (R. I. V.) of the propeller shaft, flns cast 
integral allow the frame members to be bolted to 
easting making a very rigid front bearing, the 
inner end of casting taking the thrust or pull 
bearings. Uprights, 35" apart, guyed with piano 
wire and turnbuckles of own make. Seat of alum- 
inum 2 ft. from ground, placed over lower frame 
member. Two wire-wrapped, steel-shod skids are 
placed at the rear extremity of the frame. 

Rudders and Keels. Horizontal rudders, Antoin 
ette type, front edge 18 ft. back frorp rear edge 

George H. Loose Machine 

rigid connections ; are 10 ft. deep at the joining 
and extend 16 ft. laterally, the depth of the curved 
ends being 7 ft. 6 in.; total surface 275 ft. 

Construction, double covered ribs, Vz in. by ^4 
in., 6 in. apart, 3 built-up lateral wing bars or 
beams, 1 in. by % in., with V2 in. blocks between. 
Curvature, arc of a circle, a little over 1 in 19, 
greatest depth at approximately center of plane. 

Incident angle on ground 9 degrees, flight about 
5 degrees. Three bamboo poles 12' 2" long, rein- 
forced with two wires, on each side, one behind 
the other in the plane of flight, take the weight 
and also a part of the lift of the planes, being 
fixed to the chassis at their lower ends in such a 
manner as to be easily removable in demounting 

Momttinp. The novel idea of using full elliptic 
springs is, I believe, in this machine its first adap- 
tation to the aeroplane. Tread, 8 ft. ; wheels. 

main planes, 2 triangular surfaces 4 ft. wide 28 
in. deep, between which is a vertical rudider 44 in. 
high by 30 in. wide. These rudders are kept in 
their normal position by spiral springs. The en- 
tire rear rudder construction is of small steel 
tubing properly brazed. 

Keels, both horizontal and vertical- are in evi- 
dence, tapering down from size of rear rudders to 
a point 10 ft. therefrom on the frame and having 
about 40 sq. ft. in the horizontal and 34 sq. ft. 
in the vertical. 

Power Plant. In deference to Mr. Loose wishes, 
description of motor, further than it is a 4 cylin- 
der o%" by 4", 25 H. P., is withheld as is method 
of lateral control. The motor placed in front of 
and above operator drives by a short chain. The 
driving member is a 9" diameter 3^^" face cone 
clutch, mineral-tantted leather face. Gear ratio 



2 to 1 of propeller. A rear propeller shaft bear- 
ing is affixed to the front of motor. In "Mount- 
ing" have given description of front and thrust 
bearings. A clutch lever extends to within reach 
of operator's seat. 

Propeller is 7% ft. diameter, 8 ft. pitch, but 
looks to be wasteful of power. R. P. M. stated 800. 

Radiator^ constructed of brass tubes 1%" wide. 
is of neat workmanship, specially built for this 
machine by the Pacific Radiator Company of San 
Francisco. It is of a triangular shape and fits into 

July, ipio 

the body frame-work over the motor, not increas- 
ing drift to an appreciable extent. It is doubtful 
to the writer if the comparatively high pitch 
speed, 8x800=6,400 ft., can be realized with the 
25 H. P. and 71/2 ft. diameter propeller. 

The weight of machine complete with operator 
and fuel for 10 miles is about 700 pounds, which 
compares favorably with the Bleriot XI, the lat- 
ter having 2.3 H. P. and 1.51 sq. ft. lifting sur- 

The body design, is ideal in allowing propeller 
shaft free passage. 

Miguel Lebrija has demonstrated that an aero- 
plane will fly in the altitude of Mexico City 
(7,500), and with a Bleriot monoplane he re- 
cently made fifteen successful flights on the plains 
of Valbuena. 

Starting from the hangar, Mr. Lebrija ascended 
to the height of sixty-five feet and successfully 
steered his machine around and around through 
the air, maintaining that height for five minutes 
when he descended. After receiving the congratu- 
lations of his many friends who witnessed the 
performance, Mr. Lebrija again mounted his seat 
and made fifteen more flights, all more or less 
of the same duration as the former. 

Machine Used 'Was A Bleriot Monoplane. 

The machine he used in his wonderful per- 
formance was a monoplane of the Bleriot type 
similar to the one used for the cross-channel flight 
by Bleriot and was not equipped with any special 
motor or attachments, but was simply a stock ma- 
chine as received from France. 

In starting the machine left the ground 200 
meters (666' 2") from the starting line and rose 
to a vertical height of about sixty-five feet, antf- 
during the many trials this height was not ex- 
ceeded by the aviator, but he stated that he could 
have gone much higher if he had so wished. 

Apparatus under Perfect Control. 

The monoplane was under perfect control and 
obeyed the rudder with ease and when landing 
glided gracefully to earth and stopped without any 
perceptible jar. No accident occurred during any 
of the flights and there was no dlSiculty experi- 
enced with the motor and Mr. Lebrija, by these 
flights has plainly demonstrated that heavier than 
air machines can be flown successfully in this alti- 
tude, and the former theory that this was impos- 
sible on account of the experiments made with a 
few buzzards brought from Veracruz which died, 
a few days after reaching here, was completely 

Yesterday Mr. Lebrija while trying out his ma- 
cliine, arose to the height of about thirty-flve 
feet, and maintained that height for about ten 
minutes to the delight of the numerous spectators 
that had gathered around to witness the flight. 

Mr. Lebrija while in the air stopped his motor 
and glided towards the ground, and when about 
fifteen feet from terra flrma, started the motor 
again and rose to a height of about seventy-five 
feet. Then stopping the motor he gracefully 
glided to the ground, making a safe landing. 
After this Mr. Lebrija made several other flights, 
all of which were successful. 

Flying in Mexico 

By E. L. Ramsey. 

Mexican Army Is to Have No Balloon Corps — War 
Department Denies Rumors to That Effect. 

For some time rumors have been current to 
the effect that the Mexican Army was going to 
be equipped with an Aerial Fleet for which pur- 
pose a number of Aeroplanes and Dirigible Bal- 
loons had been purchased and that the equipment 
would soon arrive in Mexico. 

These rumors were denied at the war depart- 
ment yesterday by Col. Luis Perez Figueroa, who 
stated there was no truth in the reports. Col. 
Figueroa said : 

"Some oflScers of the Mexican Army have been 
commissioned to study aviation in various coun- 
tries, but further than this, the war department 
has not taken any steps to equip the Mexican 
Army with Aeroplanes or Dirigible Balloons." 

An Aviation Treaty Between Mexico and the United 

States for the Proper Regulation of 

Emigration and Smuggling. 

The Mexican Ambassador in Washington, Sr. 
Francisco L. de la Barra and Secretary of State 
Knox, have been discussing a treaty between the 
United States and Mexico with regard to aerial 
navigation and which will have for Its purpose 
the enforcement of the treaties at present in force 
with regard to emigration and smuggling. 

The treaty which will be signed by Mexico and 
the United States will be the first of its nature In 
the world as up to date, while the several nations 
of the world have apparently become alarmed at 
the perils offered by aviation in the event of war. 
they have done nothing towards solving the prob- 
lem as regards the improper passage over frontier 

March t8, 1910. 
Enclosed fi.nd money order for $3 for which 
please renew my subscription to your valued 
publication. If I should miss a copy I would 
want to sue you for all you've got. 

H- D. Callahan. 
San Saba, Tex, 



Julv, TQTO 


t Coming Events 

^i|i^i|ti| n| «i | «t |n| i» | «» |n |«4" I"l"I" i"H'4"I'4'4"I"H"i"t"H' 

Tanforan Meet Held in Conjunction With 

Auto Races by the San Francisco 

Motor Club, 

Tlie Greene biplane belonj^ing to Roy Croslj.v. 
equipped with a new motor and liaving a number 
of clianges in. its m^alce-up. was brought out on 
the field at Tanforan, Cal., May 29th and .•JOth. 
but the wind was evidently too strong for the 
new aviator, Harold Hall, to buck against. Hall, 
who is only 18 years old, has mad« several flitjhls 
with this machine and also has flown Prank 
•lohnson's "Curtiss." 

The gliding contests attracted a large number of 
entries. All flights were towedl The two-rope way 
of towing is open to criticism, it being in the 
writer's opinion a dangerous method. 

Ten-year-old Walter Sittman won first prize of 
.$100 for height. Wolf and Becher won second. A 
novel feature was the flights by the three young 
Misses Johnson, one of whom won second prize. 

The second day the first prize was won by Har- 
old Winthrop ; second prize by .1. Sittman. the 
Becher and Wolf gliders winning three prizes. 

Robert Bergfeld, while being towed by two autos 
had a bad fall owing to a rope breaking. The 
glider was totally destroyed. Bergfeld having a 
lucky escape. 

Exhibition at San Jose. 

San, .Jose, Cal.. is tired of aviation and the pro- 
moters of the Anto and .Vero Show during the 
Rose Carnival, had a hot argument with Frank H. 

.Johnson, who has been giving none too sensa- 
tional exhibitions with his Curtiss machine. John- 
son is reported to insist on pay whether he flii^s 
or not. During the fete .Tohnson made one or 
two short flights and Harold Hall took Whipple 
Hall's Curtiss machine for a mile. 

University of Illinois Flights. 

The aviation '■meet" of the I'niversity of Illi- 
nois, at Uriiana. was a fizzle, all but the kites 
of Samuel F. Perkins, who had his usual big 
dis|ilay of kites to make good when the aero- 
l)lanes fail to fly. In. a preliminary flight the day 
l)efore the exhibition day, May 21. Otto Brodic 
considerably damaged the Curtiss aeroplane. The 
wreck was bixjught back to the university wood 
shops, and with the help of instructors, employes 
and students, was repaired late at night. Nothing 
more was done until the 23rd, when they took it 
out on the golf links. (In. the repairing different 
wood had been used, and it had been rained upon, 
soaking it and putting the machine out of bal- 
ance.) Brodie ran the machine several hundred 
yards, under power, on the ground, and then flew 
back to the starting point, liit a small sapling, and 
— two hours or so for repairs. Brodie or Wild 
made eleven starts, and once rose almost tw" 
feet off the ground and stayed up for almost thirty 
feet. So everyone came back in disgust and' the 
machine went back to Chicago the next day. 

The reasons ascribed to the failure of the event 
were : The unbalanced condition of the machine, 
and the ovei"weight. due to the soaking; the small- 
ness of the field, 400 or 450 yai'ds : the crowding 
of the spectators, and the possibility- of the engine 
being underpowered. 

First National Novice Meet. 

St. Louis. .Tune 12. — The first real aviation meet' 
at which no other inducements than prizes are 
oft'ered will be held at St. Louis, July 11 to Ifi. 
lh<> postponed dates of the First National Avia 
tion Meeting for Novices of the Aero Club of St. 
Louis, which was to have been held .Tune 20 to 2.5. 
Already four actual entries have been received on 
thi' entry blanks provided for the purpose for th 
first time in .Vmerica. accompanied by the .$10 
entry fee. to be refunded to entrants whose ma- 
chines are on the ground Saturday previous to 
opening day. 

Seven moi'e entries are promised from out e 
town owners or l)uildprs, while five St. Louisan; 
have signified their definite intention to partici- 
pate. The first entry came from William Thomas 
of Hammondsport. N. Y.. with his biplane, re- 
cently described in Akron.mttics. Other entries- 
came from William Curtiss Robinson, of Grinnel 
la. (monoplane), and from Eric Bergstrom. Chi- 
cago. HI., with what he claims is the smallest 
monoplane for its carrying capacity in the world. 
Howard Gill, of Los Angeles, Cal., entered a Gill 
Dosh biplane, and expects to enter a Curtiss-type 
biplane also. 

Entries will close at thi' regular fee on June .'in 
They will be accepted at .$20. not to be refunded; 
until July .5. and until July at .$100. not to b. 
refunded. Blanks and all particulars can be ol)- 
tained ujjon application to E, Percy Noel, secre- 



tary of the Aero Club of St. Louis, 304 North 
Fourth Street, St. Louis. 

The meeting was postponed in order to gain timr 
in which to obtain larger grounds to accommodate 
the number of machines of which entry was prom- 
ised. It is now expected that twenty planes will 
be on the field, and the construction of half tha. 
many sheds will be begun at once, others going ri] 
as entries are received. 

The new grounds will be sufflcieptly large for al 
inn-poses and will form the permanent aviation 
held of the Aero Club of St. Louis, to be known 
as Camp Xo. o. The Aeru Club has already es- 
tablished a small field within the city limits, where 
H. A. Robinson and J. X. Sparling are practicing 
with their nuichines. 

Aeroplanes Will Fly in Montreal. 

Montreal is giving evidence of her i)rogresslve 
spirit by announcing an aviation meet to take place 
there, commencing on the 25th of June and la^ 
ing until the 4th of July. 

The meet will be held under the auspices of the 
Automobile and Aero Club of Canada, which is 
affiliated with the mother institution in Great 
Britain, and is being organized by E. M. Wilcox, 
publisher of Mutoring, and C. W. Bennett, a well- 
known Canadian theatrical magnate. 

Five Wright machines will definitely fly and it is 
expected several others will participate. 

St. Louis to Hold Show. 

Under the auspices of the Aero Club of St. 
Louis, the St. Louis Xational Aero Show has been 
organized, and will be held in the Coliseum Build- 
ing, October 8th to l.'Jth, during the period when 
outdoor aeroplane and balloon events will take 
place iu St. Louis, and is under the management; 
of G. L. Hoi ton,. 

The Aero Show will be a complete exhibition of 
things aeronautic, and will include displays of 
nearly every manufacturer of aerial apparatus 
and supplies in America, and agents for foreign 

In. kindly offering free news service of the show, 
the promoters state : 

"The show has been organized with a serious 
purpose, which we believe will be apprecfated by 
the press of America, in that the object is to 
advance the American aeronautic industry so that 
it will compare favorably to the industry which 
alrcadv exists abroad." 

July, igio 

Model Flights. 
At Hempstead Plains, Mineola. Long Island, 
there will be cross-country model aeroplane flight 
contests every Saturday afternoon, also kite flying 
contests free to all. 

Mr. Edward Durant, director of the .lunior Aero 
Cliil) of America, has donated silver cujis for both 
contests, and the president of the Mineola Press. 
Mr. .1. II. Ellensohn, is in charge of the contests. 

Members of the Xew York Model Aero Club will 
also compete in the model contests, and the school 
boys of Garden City and Mineola will be active 
in competing for the kite-flying contest cup. 

Frank Schober made a new record in model con- 
tests at the L'L'ud Regiment Armory. Xew York, 
June 4th, by flying a Langley-type model 215 ft. 

Aeronautic Calendar for U. S. 

June 13-18 — Indianapolis, Ind., "First Xat. Avi- 
ation Meet," with exhibitions with Wright ma- 
chines and open to all others. 

June 18-19 — Louisville, Ky., flights by Curtiss 
and Mars. 

June 21-26 — Xashville, Tenn., exhibition flights 
at Military Tournament by Hamilton. 

June 22-25 — Minneapolis. Minn., flights by thrcr 
Curtiss aviators. 

June 22-2(5 — Minneapolis audi St. Paul, Curtiss, 
Willard and Mars. 

June 2S-July 5 — Montreal. Can., aviation meet, 
witli five Wright machines and others. 

June 2U-July 1 — ^Sioux City, la., ilfTHmLLid amL 
Mars. H92r> 

July 2-4 — 'Aurora. 111., exhibition, one Wright 

July 2-5 — Pittsburg. Kan.. Wright flights, nm 

.luly 4 — Washington. D. C, balloon races. 

July 5-() — Peoria. 111., balloon race. 

M t l} tri' t llm i hai ■■ >fnb . ) — Gurtion i . Wi * lnurt — *tH' 

July 9-14 — Omaha. Xeb., flights by Curtiss, Wil . 
lard. Mars and others. ( .V^ ** 'JLt^tf^ Sj'^^t^'*- '^ 

July 11-16^ — St. Louis, balloon'raceaSdiavia- 
tion meet for novicesx'y--^^rv,^ /Ct) ' — ^ "" I fc- 

August 12 — Indianapolis, Ind., balloon race. 

Sept. 5-10 — Lincoln. Xeb.. exhibition flights \n 
Wright aviators. 

Sept. 5-10 — Ilamline, Jlinu.. exhibition flights by 
Wright aviators. / 

Sept. IT — Indianapolis. Ind., elimination rac( v 
for (iordon Bennett balloon race. 

Sept. 10-24 — Iictroit. Mich.. Wright exhibition 

Sept. 26-30 — Trenton, N. J., exhibition flights 
by Wright aviators. 

Oct. 1-8 — Spring-fleld. 111., exhibition flights by 
Wright aviators. 

Oct. 3-8 — ^Sedalia, Mo., exhibition flights by 
Wright aviators. 

Oct. 5-15 — St. Louis, Mo., aeroplane exhibition, 

Oct. 8-13 — St. Louis, Mo., Aero Show. 

Oct. 17 — St. Louis. Mo., Gordon Benuett balloon 

Oct. 22 — Mineola. X. Y., Gordon Bennett and 
other aviation contests. 

Dec. 1-S — Chicago, 111., aeronautical exhibiticui 
Of A. C. of Illinois. 

\£f^ /V»«X<H«^ 

S in. The model was launched or started from 
the floor. 

On May 21 the West Side Y. M. C. A.. Xew York, 
held another model contest at the 22nd Regim,'nt 
Armory. At this contest there was a new cuj) 
offered by :M. P. Talmage for the boys" class, to 
be flown for by machines having two propellers. 
The first leg was won by Frank Schober, 164 ft. 
4 in. Second was P. iM. Watkins. 154 ft. 5 in., 
and third. C. G. Ilalpin. 139 ft. 10 in. 

In the men's class Mr. M. P. Talmage. with a 
Wright bii)lane, flew 132 ft. 1 in. This is the 
longest flight ever made with a biplane at any 
of the conti'sls. Dr. Dederer gave an exhibition 
lliglit witli bis new machine and succeeded in 
making li., the longest flight made by any 
machine since the flights were started. 



July, ipio 



Form New Organization. 

Resenting its deeds and misdeeds, its arrogant 
attitude, tlie lack of representation, so on and 
so forth, tialf of tlie affiliated clubs have formally 
cut the strings of the Aero Club of America's 
apron and will now shift for themselves as best 
they may. 

This happened at a meeting of the affiliated 
clubs called by the A. C. A. and held in its 
rooms on May 23. When the delegates were 
called to ordter in the morning there seemed to 
be no business to transact except to renew affilia- 
tion for another year and make any suggestions 
to the mother club which might or might not be 
acted upon in the discretion of the board of di- 
rectors. Someone moved to adjourn. 

Following were the delegates assembled : A. B. 
Lambert, Indianapolis and St. Louis ; Col. Jerome 
H. Joyce and A. Albert Hughes, Baltimore ; A. W. 
Carpenter, Harvard ; W. B. Strang and George M.-' 
Myers, Kansas City ; James E. Plew and Victor 
Lougheed, Chicago ; J. V. Martin, E. C. Brown 
and R. M. Allen, Harvard Aer'l Society ; J. S. 
Panciulli, Washington ; J. M. Sattei-fleld, Buffalo ; 
Alan R. Hawley, Pittsfleld, and Augustus Post, 

In the afternoon a second meeting was held. 
Samuel H. Valentine, the chairman of the morning 
meeting, Philip T. Dodge, Augustus Post and Alan 
R. Hawley, all of the A. C. A., withdrew at the 
second session, after granting the use of the club 
rooms. Jerome S. Fanciulli, representing the 
Washington Club could not officially represent that 
body at the afternoon meeting. 

A resolution was adopted calling for the organi- 
zation of the American Aeronautic Association, 
which was then formed with George M. Myers, 
Kansas City Aero Club, President ; A. B. Lambert, 
St. Louis Aero Club, First Vice-President; J. V. 
Martin, Harvard Aeronautical Society, Second Vice- 
President ; Victor Lougheed, Aero Club of Illinois, 
Secretary, and Col. Jerome H. Joyce, Aero Club 
of Baltimore, Treasurer. 

The reason for the new organization was de- 
fined in the following resolution, which was unani- 
mously adopted : 

"We recommend that for the administra- 
tion of Aeronautical afflairs, of national or 
local character in the United States, the 
American Aeronautical Association be formed 
at once, with officers elected to serve imtil 
June 22nd, 1910, in New York City, at 
which time we recommend that new officers 
be elected for the ensuing year. 

"We further recommend that all aero- 
nautical clubs and l)odies now existing or 
in the future to be organized in the United 
States, including the Aero Club of America, 

be invited to join this Association upon 
some acceptable basis of powers and repre- 
sentation, founded upon the numbers of 
such clubs, or upon their membership, in ac- 
cordance with rules and regulations to be 
enacted into permanent form by the repre- 
sentatives of affiliated clubs here assembled, 
and to be revised from time to time as may 
be decided at future meetings of the rep- 
resentatives or delegates of affiliated clubs." 
The following letter was delivered to the A. C. 
A. together with a copy of the resolutions printed 
above : 

"New York, May 23, 1910. 
"To the Aero Club of America, 
"29 West 39th Street, 
"New York City. 
"Gentlemen : 

"At the meeting held today by repre- 
sentatives of the affiliated aero clubs, as- 
sembled in response to your call at your 
headquarters, 29 West 39th Street, after 
discussion it was decided that the best in- 
terests of the affiliated clubs could not be 
advanced by conforming to the proposed 
arrangement between your organization and 
the Wright Company, and that the future 
of the affiliated clubs and the interests of 
aeronautical development in this country 
could be better conserved by a separate or- 
ganization, which would not be fettered by 
the entanglements now existing by reason 
of our connection with your organization. 

"The meeting was. therefore, adjourned 
without action, immediately after which the 
affiliated club representatives called a meet- 
ing for the purpose of organizing the Ameri- 
can Aeronautical Association, to be a demo- 
cratic organization, representative of the 
aeronautical interests of the entire United 
States, for the purpose of controlling aero- 
nautical events in this country. 

"In accordance with the expression of 
opinion in the foregoing resolution, you are 
cordially invited to send delegates to our 
next meeting. 

"In. closing we wish to extend our sincere 
thanks for the courtesies of your organi- 

"Respectfully yours, 


New National Body Organizes June 22. 

On June 22 in New York there will be held 
a big convention with representatives from a 
large portion of the eighty-odd aero clubs in the 
country, at which time officers will be elected for 
the ensuing year, plans formulated for the work 
of the body, the adoption of rules governing con- 
tests and the various prize offerings now awaiting 
the action of the convention., etc. 

As announced in the last issue, the movement 
for a national body was started by the issuing of 
a letter by Hudson Maxim, president of The 
Aeronautical Society, to all the aero clubs of the 
country. This met with great response. 



The day foliowing the secession of the A. C. A.'s 
clubs several meetings were held between, repre- 
sentatives of the newly formed American Aero- 
nautic Association, and of the Aeronautic Federa- 
tion of America with the result that the conven- 
tion of June 22 will be a joint affair comprising 
delegates from all the clubs with which corre- 
spondence has been had by both movements. 

At a meeting held on June 2 of the Aeronautic 
Fedei-ation of America a temporary committee was 
formed taking in members thereon appointed for 
this service by the various clubs associated with 
the federation. Some forty clubs are represented 
on this committee, which is headed by Professor 
David Todd, of Amherst, and Thomas A. Hill, who 
has been one of the most over-worked energetic 
enthusiasts in the movement and is dtoing all the 
work of the committee up to the time of the con- 
vention, was made Secretary-Treasurer. 

A proposed constitution and by-laws for adop- 
tion at the convention is being put into shape 
now by Mr. Hill. Daily more clubs are beinj 
added to the list of those sending delegates to 
the convention. 


The Aero Club of Washington is watching the 
new movement with great interest. Dr. A. F. 
Zahm hopes that the "final outcome will be one 
grand aeronautical organization embracing the 
whole country and enjoying solidarity and har- 
mony of action." 

While the Aero Club of Ohio has renewed its 
affiliation with the A. C. A. for another year, 
the secretary, Mr. J. Blake, states : "We * » * 
hope that some course will be adopted that will 
promote general harmony." 

Wright Injunction Vacated. 

New York, June 15.— Vesterday the U. S. Circuit Court 
of Appeals vacated the temporary ini unction granted 
the Wright Company against the Herring-Curtiss Co. by 
Judge Hazel at Buffalo. 

The history of the action is as follows : 

The Wright Co. moved for a preliminary injunction 
before Judge Hazel. He held the infringement and 
validity of the Wright patent had been proved without 
doubt in the hearing and granted the relief prayed for. 
Judge Hazel, however, was willing to suspend the issu- 
ing of the order, but required the defendants to put up 
a SlO.OOO bond until the appeal, which was inunediately 
taken by Curtiss, was decided. Now the Court of 
Appeals has reversed the Hazel opinion, with costs, 
and a trial of the infringement suit will now be had 
before iudge Hazel, with cross-examination of witnesses. 
The $10,000 bond is cancelled. 

The reversal of opinion in the case is not a criterion of 
the outcome, for no trial on merits has been held. The 
Court of Appeals merely holds that on account of sharp 
conflict of evidence and the number of affidavits sub- 
mitted after the original decision, infringement was not 
so clearly established as to justify a preliminary in- 

Les Aeroplanes — Considerations Theoriques, 
liy Paul Raybaud. (F. Louis Vivien, pub- 
lisher, 20 rue Saulnier, Paris. Price, i franc.) 
A brief expose of a new theory on effects of 
air on moving surfaces, which sets aside much 
of what has until now been generally admitted 
on the subject. It is written in French. 

July, ipio 

Lamson vs. Wright Suit. 

Paxton, Warrington & Seasongood, of CLn- 
cinnati, representing Becker & Blakeslee, of Los 
Angeles, Cal., have filed papers in a suit against 
The Wright Company^ and Wilbur and Orville 
Wright, in the United States Circuit Court for 
the Southern District of Ohio, Southern Division, at 
Cincinnati, by the filing of a bill of complaint 
against the defendants stated, Charles H. Lamson 
being complainant. 

The bill of complaint prayed for an injunction 
restraining the defendants from making, using or 
selling aeronautical apparatus, such as flying ma- 
chines, embodying the invention for which Let- 
ters Patent of the United States were issued to 
Mr. Lamson, January 22, 1901, No. 666,427. This 
patent, it will be seen, antedates by over two 
years the date of application of the Wright patent 
under which patent the Herring-Curtiss Company 
and Glenn H. Curtiss and Louis Paulhan have 
been sued for infringement. The bill of com- 
plaint filed as above also asked for an accounting 
of damages and profits. 

The Lamson patent, while stating that the in- 
vention relates to "ribbed aerocurved kites," nevei-- 
theless sets forth that the construction is capable 
of use as a flying machine by the application of 
suitable propelling and guiding mechanism. The 
patent discloses means for "tilting or inclining" 
the tips of the wings or planes at each side of the 
body, and these means are claimed to be equiva- 
lent to those embodied in the Wright patent and in 
the Wright flying machines. 

The patent contains the following claim : 

"The herein-described kite having a 
central frame, wings projecting out 
from each side of said frame and 
means for tilting the tips of said 
wings with relation to the body of 
the wing." 

Mr. Lamson charges that the Wrights simply 
incorporated in their flying machine his inven- 
tion; directed at maintaining lateral stability by 
warping or twisting the wings or supporting sur- 

Becker and Blakeslee say : "We 
understand the Wrights insist that 
anybody can use a box kite, but 
Lamson's kite as shown in his patent 
is a triplane comprising ribbed aero- 
curves and connecting posts or up- 
right standards jointed thereto corre- 
sponding to Wright construction. Also 
tip warping or tilting means and a 
tail or rudder having horizontal and 
vertical members. Lamson's device 
as patented and operated resembles 
closely general flying machine struc- 
tures minus propelling and guiding 

Judge Hand, in his opinion in the Wright-Paul- 
han case, said : "I cannot see any relevancy in, this 

The larger illustration gives a perspective view 
of the Lamson kite with the covering removed 
from the upper wing on one side. The tilting is 
effected as follows : 

"A general adjustment is made by 
guys "K," each of which is secured 
at the front lower comer of the frame 
'.\' and at the under side of the 
upper arm 'C by screw-eyes, or by 
other suitable means. By adjusting 



July, ipm 

the positioa of these screw-eyes a 
general adjustment of the wings on 
each side may be made. A more deli- 
cate adjustment is obtained * * * 
by loosening one of the diagonal tie- 
wires of the panel and' tightening 
the other. The simple means here 
shown for accomplishing this result 
are two loops f, adapted to slide on 
the uprights d, each of the two 
diagonal tie-wires passing through 
one of these loops. By sliding both 
of these loops up or down, the inclina- 
tion of the ribs to the horizontal is 
adjusted with great precision." 

Bibliography of Aeronautics. 

A "Bibliography of Aeronautics" has just been 
issued as Volume 55 of the Smithsonian Miscel- 
laneous Collections. Nearly one thousand pages 
are required to present the 13,500 references whi'h 
have been arranged alphabetically by authors, sub- 
jects and titles covering the subject down to July, 
1909. Mr. Paul Brockett, the Assistant Librarian 

two minutes. High winds and considerable rain 
prevented flights on most of the days. Lieut. 
Foulois also had other duties in addition to aero- 
nautical service. 

Three instructors and seventeen student officers 
of th* Army Signal School from Port Leaven- 
worth were on, temporary duty at Fort Omaha 
from May 10th to 15th. Captain C. De F. Chand- 
ler was ordered from Washington to Fort Omaha 
as instructor: two lectures were given and also 
practical instruction in the generation and com- 
Ijressiou of hydrogen, spreading and inflation of 
balloons ; the Drachen captive balloon made sev- 
eral ascents, and tliere was one free balloon trip 
with Captain Chandler as pilot, and Captain IJ. J. 
P.uri and Lieut. W. N. Haskell as aids. Signal 
Corps Dirigible Balloon No. 1 was also used, being 
manned by Captain Charles De F. Chandler as 
pilot and Lieut. Haskell as engineer. 

of the Institution, is the compiler of this valuable 
contribution to science, and in his introduction lie 
pleasantly reviews the long association of the In- 
stitution with aeronautics. There have been pub- 
lished by the Institution two papers on the gen- 
eral subject of aeronautics, and thirty-five pub- 
lications on various phases of the subject, since 
1861. In greater detail Mr. Brockett reviews Hie 
splendid contributions of Secretary Langley to this 
fascinating science. He tells of the publication of 
his "Experiments in Aerodynamics" in 1891, and 
then of his further technical contribution on "The 
Internal Work of the Wind," in 1898. Very 
briefly is the story told of Langley's two epoch- 
making flights with heavier-than-air machines. This 
bibliography is a worthy tribute to the memory 
of the Smithsonian's late Secretary, and much 
credit is due to Mr. Brockett for his careful and 
painstaking compilation. 

Army News. 

During the last month at Fort Sam Houston. 
Lieut. B. D. Foulois made six flights in the Army's 
Wright aeroplane, the longest being one hour and 

Record Kite Flight. 

A new world's record in high kite flying was 
made on May 5 by the Mount Weather Observa- 
tory, 23,800 feet, at which point twenty-nine de- 
grees below zero were recorded, the lowest ever 
registered by a kite-carried instrument. The pre- 
vious record was also held by this station of the 
Weather Bureau. The nearest approach to the 
three Mount Weather records of more than I'.'i.OOu 
feet was made at Berlin, Germany, March 25, 1908. 
21,320 feet. 

Balloon Record Made Official. 

The Board of Governors of the A. C. A. have 
made official the United States endurance and alti- 
tude record established by Messrs. Clifford B. Har- 
mon and Augustus Post on their trip in the bal- 
loon "New York" from St. Louis on the 4th of last 
October. Tlic duration figure is 48 hours 20 min- 
utes, and the- altitude is 10,615 feet. .\ niueh 
greater altitude was actually attained, but the 
barogra))!! only recorded to this height. 



July, igio 


Foreign Letter 

By Greely S. Curtis. 


I'aris. June lU. liJKt. 

The immediate ueiKlilioi'liood of I'aris has lieeii 
very (juiet for the last few weeks, so far as 
aviation is concerned. This is due to the un- 
seasonable weather, which during almost the whole 
of that time has lieen, either windy or rainy, or 
both windy and rainy. Two or three hail storms 
liave been thrown in for good' m<?asure. 

A week ago, however, M. Bleriot, at the suburli 
of Issy-les-Moulineaux. flew on his monoplane be 
fore the Chinese Prince Tsai Tao with, I under- 
stand, profitable commercial results. Another at- 
tempt by a less practiced hand on, May 14th was 
less successful, the aeroplane being upset by a 
gust, with some damage to the apparatus. 

On May 19th, the weather again permitted 
flights at Issy just at sunset, and 1 watched 
two Bleriots and a Sommer biplane manoeuvre 
at will above the wide parade ground. Cap- 
tain Maurice Clement also flew very steadily in 
the large Clement-Bayard biplane driven by a 
4-cylin.der 40 h. p. Clement motor fitted with a 
clutch and gear between the motor and the pro- 
peller. Capt. Clement preferred to make his turns 
while running along the ground, and stuck to low, 
straightaway flights. His biplane is controlled by 
means of auxiliary stal)iiizers of the Ilerring- 
Curtiss type. 

A Swiss aviator, M. Audemars. was out with his 
Santos-Dumont Demoisi-lle. This monoplane trav- 
eled very fast, but its pilot also habitually flew 
low and made his turns almost entirely on the 
ground. A Voisin cellular biplane was exercised 
up and down the fleld, but I did' not see it leave 
the ground completely at any timie. It seemed 
to be tiuite unstable laterally, even in the compar- 
atively calm weather which prevailed. There were 
in addition two experimental monoplanes, one a 
Vendome, which also ran briskly across and around 
the fleld. But they, too, kept always In touch 
with Mother Earth. The exhibition as a whole 
impressed me with the caution of the French 
aviators while practising. 

The Santos-Dumont Demoiselle is certainly an 
ingeniously designed and compact little flyer for 
lightweight pilots. It is a redtiction of the aero- 
plane to its present day minimum limits, and is 
at the same time an unusually sijeedy machine. 
Some eight or ten of these little monoplanes were 
in the Clement hangar at Issy awaiting their try- 
outs. Among them was the one which I ordered 
last December, jointly with Mr. S. A. Reed of Xew 
York, for experimental flights around Xew York 
City. Before the weather had cleared enough to 
permit a trial, I had decided to change to a 
Bleriot. Ai)parently no one of my weight had ever 
piloted a Demoiselle ( I weigh over 80i kilos ; 
Santos-Dumont is reported to weigh 48 kilos) , and 
the owners of the other machines at Issy were 
mostly in the featherweight class. In spite of 
their light weight, however, minor accidents to the 
apparatus on landing were frequent, and most of 
the machines at Issy had been reinforced at several 
points. In view of these and other considerations 
— the Bleriot, for instance, should l)e easier to 
repair after an accident — it seemed advisable to 
change to the larger and heavier apparatus. 

M. de Lesseps" feat of" crossing the Channel 
aroused some interest, but no very great entliu- 
siasm. "Le Temps" of the next day. in fact, left 
him still in the air, as it recorded his departure 
from French soil Saturday afternoon and had' no 
report of his coming down again, either on this 
or on the other side of the channel, or even in the 
channel itself. Conse(iuently as late as Sunday 
afternoon rumors reported both success and failure. 

I have just returned from an all-day trip on the 
invitation of M. Henri Farman to the aviation 
grounds at Mourmelon, near Rheims. Unfortunate- 
ly M. Farman was not there, but his courteous 
chef d" atelier, M. Fremri, showed me through the 
works. The shops are largely of temporary 
wooden construction, one story high. They are 
building two types of Farman biplane, both of 
which carry the high grade Gnome rotating motor. 
The lighter model has the lower plane some twelve 
feet shorter than the upper plane, the upper plane 
in both models being about 3.5 feet long. The 
special cloth used is given a smooth waterproof 
coating after attachment. The cloth is not mounted 
OIL tile bias, but has the threads parallel to the 
main dimensions of the machine. 

Cnfortunately a sharj) thiniderstorm prevented 
flying most of the time I was at Mourmelon, but 
toward evening it cleared ott' and three or more 
machines took the air. These included a standard 
Farman. an Antoinette, and a new model Voisin. 
witli ailerons of the Ilerrlng-Curtiss type instead 
of the familiar vertical panels. The Voisin Com- 
pany are putting this new style on the market for 
racing purposes. This change marks the liiial 
adoiJtion. Ijy all the prominent French builders, of 
the Wright method of stabilizing. 

The Bleriot. Santos-Dumont, Grade and Tellier 
are direct copies of the Wright patented invention, 
while the new Voisin and Clement biplanes follow 
the Herring-Curtiss modification by using inde- 
I)endent stabilizing planes. The .\ntoinette. Far- 
man and Sommer machines infringe by employing 
hinged flaps or ailerons on the main planes. 

The editor of L'Aerophile expressed his gratiflca- 
tion and interest when I presented the card of 
.VEUo.NAt'Tics. He was naturally familiar with the 
l)Ul)Iication, and much interested in our attempts 
in America to improve on and avoid the Wright 
patents. In France they find it diflicult to under- 
stand the legality or justice of the Wrights' posi- 
tion. It is so obvious to foreigners that the wide- 
spread practice of aviation in the Ignited States 
is smothered by the Wrights that they cannot 
understand the American aciiuiesceuce in what ap- 
pears to them to be unjustifiable tyranny. 

The photographs of the successful Newburyport 
flights of the Burgess "Flying Fish" aroused the 
interest of French constructors and' aviators, as 
this is the first successful model, other than the 
cellular Voisin, which is completely secure against 
infringing the Wright patent. The first Burgess 
production is more accurately termed the "Herring- Flying Fish," as Mr. A. M. Herring person- 
ally contributed to the design. This designation, 
however, leads immediately to confusion with the 
better known Herring-Curtiss flyer, which is not 
free from legal difliculties with the Wrights. In 
this connection, a late issue of The Car, Lon- 
don, contains an illustrated description of the 
Burgess biplane in flight under the heading "The 
New Curtiss Biplane." The confusion between the 
two rival machines was jiei-haiis increased by the 
fact that I was piloting Mr. I'.urgess' --Flying Fish" 
when the latter was iihotograplied. Xoedless to 
say. Mr. Glenn II. Curtiss. the famous aviator, and 
I are not identical. 

Speaking of the Wright patent, the Paris edi- 
tion of the y^cH- York Ifcnilil had most interest- 
ing news about the revolt against the agreement 
between the Wright Co. and the Aero Club of 
Anierii-a. The new American .Veronautic Associa- 
liciii lias a wide field of usefulness before it. May 
it fill it wisely. 

.Aeroplanes are being ex)iorted in large numbers, 
many of them going to Russia and Kngland. The 
Farman factory reported that four of their bi- 
planes had been shipi)ed the day before my visit, 
while the output of the Ateliers Bleriot is said 
to be approximately thirty a month. 

Builders are still hunting for the best motor, 
and those which give good satisfaction are diffi- 
cult to secure without a long delay. M. Bleriot 
took mc> over all his well-keijt works and showed 
me monoplanes fitted with the following motors : 
Anzani 3-cyIinder, V shape, 23 h. p., air-cooled ; 



July, 1010 

Clement 2-cylinder, horizontal, 30 h. p., water- 
cooled : Picker 4-cylinder, vertical, 40 h. p., water- 
cooled ; Gnome, 7 cylinder, rotating, 50 h. p., air- 
cooled. Mr. Bleriot has mounted a Clement 30 
h. p. on my machine, but is ready to provide any 
of the other motors according to the preference of 
his customers. An experimental monoplane, de- 
signed to avoid the Wright patent, was observed 
under construction, but it was not sufficiently far 
advanced to justify description. 

Another French monoplane should reach New 
York before long. This is one of the large and 
high powered Antoinettes which it is said that 
Mr. Harkness is taking in under bond for tempo- 
rary exhibition purposes. 

The death of young Hauvette-Michelin in his 
Antoinette at Lyons seems to have been singularly 
unnecessary. An eye-witness tells me that the 
monoplane was rolling along the ground when 
knocked over the turning stake, and that Hauvette 



Cross Country Flying. 

May 13. — Hauvette Michelin. at Lyons, in an 
Antoinette, struck in flight one of the poles 
marking the course. The pole snapped and struck 
Michelin. Picked up insensible, he died shortly 


May 15. — Nicholas Kinet carried a passenger for 
2 hours 51 minutes on a Henry Parman machine. 
Wachter flew 2 hours 2 minutes in an An- 

May 16. — Roger Sommer flew across country, 
Mouzon to Charleville and return, 80i kil'oms., in 
-•J 1 hour- JLQ minutes. 

it(^ May il2l»— Illner (Etrich) flew from Wiener Neu- 
e- ' stadt to' Vienna and back, WtT kiloms., In 1 hour 

Michelin made no attempt to dodge the stake as 14 minutes. 

it fell across his craft. Many of those looking (m^ ^^ May 19. — ^Count Lambert (Wright) flew from 

Vincennes to Gentllly with a passenger. 

Cheuret (II. Farman) flew from Mourmelon to 

were astonished to learn that he had even beeo-'^ 
injured by the fall of the post. The dent which 
the spar made in the light frame work of the aero- 
plane is clearly visible in a photograph. 

Many of the French aeroplanes, particularly 
those driven by Gnome motors, carry speed indi- 
cators to show the pilots at all times the speed 
at which the motor is revolving. The indicator 
most generally in use is made by Chauvin. and 
Arnoux. It consists of a minute magneto driven 
by a cord from the motor, the current from the 
magneto being indicated on a meter graduated in 
revolutions per minute, which is mounted where 
it may be most readily seen, by the pilot. 

An accomplished fellow passenger on the Ma- 
jestic, after seeing the photographs of the "Flying 
Fish" in flight, dashed off the following amusing 
jingle. It evidently belongs in the advertising 
columns, but perhaps you will let it slip in with 
this letter, as being the latest word from the 
other side. 


Don't hitch your wagon to a star, 
A tame and time-worn measure, 

For planets and their orbits are 
Too fixed for perfect pleasure. 

' But if, my friends, you really wish 
The heavens to explore — you 
Have but to try a Flying Fish — ' . 
The skies are all before you. '(^.3c>S 


Chalons and back, 1 hour 12 minutes. 

May 20. — Sommer flew from Sedan to Verdun 
and return, 160 kiloms., in 2 hours 10 minutes. 

At Mourmelon Captain Marconnet flew 1 hour 
30i minutes, and Lieutenant Fequant, 1 hour 45 


May 21. — Maurice Farman with one extra pa& 
senger flew from Buc to Etampes, 80 kiloms, 


May 21. — .Jacques de Lesseps flew over the Eng- 
lish Channel from Calais to Dover, time 42 min. 
The attempt to return was, abandoned. The ma- 
chine used was a Bleriot Si., Gnome motor. Count 
de Lesseps is expected t&.fly at the Montreal meet, 
June 25 to July 4. 

May 23. — ^Robert Frey flew over Berlin in a 
Farman biplane in a 35-minute flight. 

May 23. — Martinet (H. Farman) flew from 
Chalons to Neufmoutiers, near Paris, a distance of 
140' kiloms., in 1 hour 28 minutes. 

May 24. — Lindpaintner (H. Farman) flew from 
Mourmelon to Rheims, 45 kiloms. 

Maurice Farman (M. Farman) from Etampes to 
Toury, 30 kiloms., in 20 minutes. 

May 28. — Grahame-White (H. Farman), Brook- 
lands to Ranelagh, 24 kiloms., in 20 lainutes. 

Louis Paulhan (H. Farman), Verona to Sol- 
ferino, 36 kiloms., in 30 minutes. 

Louis Bleriot, Toury to Etampes, 30 kilometers. 

A. Leblanc (Bleriot) , Etampes to Toury, 30 


June 2. — Hon. C. S. Rolls in, a Wright machine May 30. — A. Leblanc (Bleriot), Toury to Char- 

flew from Dover, England, at *-t&0 P. M., across tres, 45 kiloms. 

the English Channel to Sangatte, dropped -^eee CL, May 31. — A. Euler (Euler) made a cross-coun- 
notejf, and returned to Dover in &^ minutes. Large try flight from Frankfort of 115 kiloms. in 1 hour 
air bags were attached to lower planes, tjr^ 19 minutes. 

Aeronautics' Permanent 
:: :: Exposition :: :: 

More exhibits are wanted to make Aero.val- 
Tic's Exposition of still greater value. 

Every manufacturer of anything in the flight 
industry should have a display for his own sake 
and that of the development of the Art in gen- 

It is surprising that such an "infant industry" 
should be growing so rapidly that manufacturers 
cannot promptly fill their orders. Still, one must 
look ahead. 

Try to scare up an exhibit for the Exposition 
as soon as possible and ship it along. If dire 
necessity calls, shipment of the display sample 
can be made from the Exposition. 

We want to hear from every maker and urge 
everyone iaterested to call. 


Hartford Rubber Works Co., Tires. 

WiTTEMANN Bros., Gliders and Supplies. 

Warner Instrument Co., Aerometer. 

Requa-Gibson Co., Motors a.nd Propellers. 

Elbridge Engine Co., Engines. 

Pennsylvania Rubber Co., Tires. 

C. E. CoNOVER Co., Cloth. 

Edwin Levick, Photos. 

Philadelphia .\eroplane Co., Motors, etc. 

Roebling Co., Wire Cable. 

Victor L. Brunzel, Varnish. 

El Arco Radiator Co., Radiators. 

J. A. Weaver, Wheels, etc. 

Whitehead Motor Co., Motors. 

Greene Co., Propellers and Parts. 

Bosch Magneto Co., Magnetos. 

Auto-Aero Supply Co., Supplies. 

R. I. V. Co., Ball Bearings. 

J. Deltour, Bamboo. 

J. S. Bretz Co., Magnetos, Bowden Wire. 

.\ero Supply Co., Supplies. 

Chas. E. Dressler, Model Maker. 

W.M. P. Youngs & Bros., Lumber. 

BuEL H. Green, Turnbuckles. 

Profac Food. 



July, ipio 


The Aero Club of California held its annual 
picnic on May 29. This picnic was held at the 
motordrome, where the club now has a hangar, 
capable of housing sixteen machines. Eight ma- 
chines are now on the ground and others building. 

Some eighty persons were in attendance and the 
aflfair was in every way a success. The Cannon 
brothers towed their big biplane behind an auto- 
mobile and succeeded in leaving the ground and 
gliding some distance. 

Mr. J. Wood Porter tried out his monoplane 
gliding machine, towed by an automobile, and 
mounted by Edgar S. Smith. The plane is circular 
in shape. The chassis is suspended' from a central 
rectangle, the semi-circular wings being hinged onto 
this rectangle in such a manner as to allow of 
movement in a vertical plane like the wings of a 
bird. The whole surface is also hinged so as to 
allow the angle of incidence to be changed. The 
surface comprises some two hundred square feet. 
After running on the ground for some distance, the 
machine lifted slightly on one side, toppled over 
and became a wreck. 

Three of the machines now at the hangar have 
engines and they will be tried out in the near 

The Aero Club of California offered a cup to 
the boy making the best showing with aeroplane 
kites. The following boys of the Boys' Aero Club 
contested : Harold Scott, Carl Dorsey and John 
Casey with Farman models, and Edwin Gettings 
with a tetrahedral kite that he called a bimoplane. 
Mr. Gettings won the cup with a seventy-foot glide. 

The hangar was dedicated by Frank C. Garbutt. 
Addresses were delivered by President H. LaV. 
Twining, Charles E. Rilliet, W. H. Leonard, Buel 
H. Green, William Stevens, li. 1. Blakeslee. 

The Pacific Aero Club held its second annual 
meeting May 11, 1910. The following officers 
were elected. J. C. Irvine, Pres. ; I. B. Dalziel, 
V.-P.; C. C. Bradley, 2nd V.-P.; C. T. Shaffer, 
3rd V.-P.; H. A. Chandler, Sec'y.; J. M. Masten, 
Treasurer; Adam Knieling, Consulting Engi- 
neer; A. S. Pare, Consulting Patent Attorney. 
Directors: A. S. Pare, A. L. Eisner, J. T. 
Stanton, Jos. Hidalgo an(J Jos. Rosenthal. 

The membership is increasing almost daily, 
the weekly meetings of the club being well 
attended. I^ectures by people of note in the 
aeronautical world are features. 

Stuyvesant Aeronautic Society. At the an- 
nual Mechanics Arts E.xhibition of Stuyvesant 
High School, No. 345 East 15th street, New 
York, held June 2, the Society exhibited eight 
aeroplane models. Six of these were of the 
monoplane and two were of the biplane type. 

The Society now has seven members, whose 
names are as follows: Carroll E. Edson, Presi- 
dent; C. Graham lialpine, Vice-President; Percy 
W. Pierce, Secretary; F. Eujjene Robinson, 
Treasurer; Garford Oliver, Librarian; Bryan 
Battey, Frederick Fischer. 

The Aero Club of Jacksonville now numbers 
more than sixty members. Charles K. Hamil- 
ton was recently the guest of the club at a 
water party. The genial treasurer, W. M. 
Stimson, kindly placed liis handsome motor 
yacht at the disposal of the club, and after 
a pleasant trip down tlie St. John River, witli 
plenty of good things provided, Hamilton was 
made the first honorary member. 

The Curtiss Amateur Aviation Club has been 
formed in Los Angeles, with officers as follows: 
Ed. Gettings, president; Lawrence Adams, vice- 
president; Harold Scott, secretary and treas- 

Ha mi It on *s record, 
and all of Paulhan*s 
and Farman' Sf were 
made on BOSCH- 
equipped aeroplanes 

Ignition information for 
aeroplanes on reciiicst :: 

Bosch Magneto Co. 

223-225 W. 46th Street 
New York, N. Y. 

Branch Office : Detroit, Mich. 

870 Woodward Avenue 
Branch Office : Chicago, 111. 

1253 Michigan Avenue 
Branch Office : San Francisco, Cal. 

357 Van Ness Avenue 

Patterns | R i b s 
Propellers | Struts 

and Special Woodwork to Your 

Material and Workmanship Guaranteed 


68 Summit Street Brooklyn, N. Y. 

The Aero Club of Dayton is anxious to have 
the next national convention after the one in 
New York, June 22, held at Dayton. Dr. L. P). 
Custer has been appointed to be chairman of a 
committee to represent the club at the conven- 
tion. The Dayton Aeroplane Club has also ap- 
pointed tliree delegates. 

Dr. P. M. Crume and Dr. L. E. Custer will 
represent the club in tlie balloon race to be 
held at Washington, July 4th. A committee 
will be appointed by the club to officially ob- 
serve any record flights whicii may be under- 
taken at the Wrights' Dayton school. 

The Aeronautical Society still keeps up In- 
terest in its well ;ittendcd meetings. On May 
L'Tlh. I'rcsidont Hudson Maxim addressed the 
members on "Aeronautical Warfare." On June 
!)th, Koger B. Whitman, an expert on ignition sys- 
tems, lectured on "Ignition." On May 19th an- 
other competition was held for the selection of a 
team to defend the Chanute Model Trophy. 



July, ipio 


Clincher type only, which is the lightest 
and most satisfactory type for aeroplanes 

SIZE Weight complete 

20x4 in. 6i lbs. 

26x2i " 6i " 

28x2i " 7i " 

28x3 " 8 " 

28x3i " 8t " 

Wheels also furnished for the above sizes 
Pennsylvania Rubber Co., Jeannette, Pa. 


New York— I 74 1 Broadway ; Boston— 1 67 Oliver Street ; 
Chicago — 1 24 1 Michigan Avenue ; San Francisco — 5 ) 2 
Mission Street : Los Angeles — 930 So. Main Street. 

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I Aviation Revolutionized I 


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75 H. P. 200 lbs. 
40 " 145 " 
25 " 95 " 

Price $1,400 

" $1,150 


The Aeroplane season is now on, so order <juick. 
Early Deliverici. 


Astor Theatre Building, New York, N. V. 

^ I'lii.s motor has been exclusively adopted by 

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• • 

• • 






Following are some pamphlets containing 
valuable information. In all cases, we believe, 
these can be obtained free by writing to the 
addresses given. 

So)iie Aeronautical Expcriuicnts, by Wilbur 

Aerial Navigation, by O. Chanute. 

Relation of Winy Surface to Weight, by R. 
von Lendenfeld. 

Researches and Experiments in Aerial Naz'- 
igation, by S. P. Langley. 

Tlie Greatest Flying Creature, by S. P. Langley. 

Experiments zvith the Eangley Aerodrone, 
by S. P. Langley. 

— From Smithsonian Institute, Washington, 
D. C. 

Some Theorems on the Mechanics of High 
Speed Balloons, hy Albert Francis Zahni, Ph. G 

— From Catholic Lhiiversity of America, 

The Resistance of the Air at Speeds Below 
woo Feet a Second, by Albert Francis Zahm, 
Ph. D. 

— From Johns Hopkins University, Philadel- 

Researches on the Forms and Stability of 
Aeroplanes, by W. R. Turnbull. 

Measurement of Air Velocity and Pressure, 
by A. F. Zahm, Ph. D. 

— From the Physical Reviezv, Ithaca, N. Y. 

Atmospheric Friction With Special Refer- 
ence to Aeronautics, by A. F. Zahm, Ph. D. 

— From the Philosophical Society of Wash- 


San Francisco, Cal., June 1, 1010. 
Editor Aeroxaittics. 
Dear Sir : 

In a letter from Mr. Dick Ferris, published in 
your June issue there are certain remarks that I 
take exception to, and beg that you will publish 
this letter. 

As your representative at the Los Angeles 
Meet it would have been decidedly unethical and 
improper to have taken sides in any local dif- 
ferences or controversies, and if you will re-read 
my report (Marcli issue) you will see that tliis 
was not done, that it was unbiased, in no way 
misleading or derogatory, nor did it ignort> Mr. 
Ferris, as he claims. Though he sliould liave been 
given a great deal more credit for his executive 
ability in the meet. This was such a 
widely known fact that I, unfortunately, did not 
enlarge upon it further than to state that Mr. 
Ferris was one of the conceiv.ers, and acted as 

As far as "petty jealousies" go, this charge is 
absolutely and obviously ridiculous, as I reside 
in San Francisco, am a vice president of the I'a- 
cific Aero Club, have been actively interested in 
and liave written on tlie sub.iect of aeronautics for 
a number of years, and our fields of activity in 
no way conflict. 

Regretting that the fairness and impartiality, 
wliicii I believe has always characterized my re- 
ports, has been questioned, and assuring both you 
and Mr. Ferris that no injustice was intended, or 
done, I ai>i 

Yours very sincerely, 




July, Tpio 


Referring to engines of tlie twin type with two 
propellers, for wliich Edwin Oould offers a prize of 
$15,000, we liad tlie pleasure of seeing a new 
construction in a two-cycle, double acting twin 
engine, designed by .T. A. Moller. of Xew Rochelle. 
This engine looks very feasible and ought to All 
the bill for aeronautic inu-poses. It has a special 
cooling device and can be built eitlier air or water- 
cooled. Mr. Moller has been studying aeronautic 
devices a good many years and would like the 
co-operation of some gentleman fur the advance 
of the art. 


I liave invented and apjilied for a patent on a 
gasoline motor. It is of very efficient design and 
only weighs L' 14 pounds per horse power. It can 
be manufactured, I believe, cheaper than any 
equally good motor on the market. I need a litt](^ 
financial assistance to market this motor. I would 
like to form a partnersliip with some one wlio will 
put up the little cash required. Would make very 
liberal terms with right party. R. E. LEE. De- 
posit, N. Y. 


.John C. Press, of Soutli Norwalk, Conn., has de- 
vised a system of lateral control which he says 
is tlie most ingenious, unique and effective yet 
brought out, and does not infringe on the Wright 
patent. It accomplishes, he .says, the same results 
as the warjiing and tilting devices used at nrcsent 
without changing from tlie horizontal, and nives 
great lift without apjireciably increasing head re- 
sistance, and that, as there is no turaing move- 
ment, the rudder does not require to be operated 
in conjunction with the device. 

Mr. Press is anxious to get in touch with some- 
one to assist liim in establisliing liis claims. 


Los Angeles. June 5, 1910. 
To the Editor of .Veroxaiitics, 

Sir : .Vs to the statements made by Mr, Ferris 
in his letter publislied in the last issue of .Vkko- 
.NATTics. I wish to call attention to the following 
misapprehensions under which Mr. Ferris seems to 
be laboring. The Aero Club of California came 
into existence some seven months before it eve» 
heard of 'Sir. Ferris, and it was not through any 
initiative on the part of ISIr. Ferris that the Aero 
Club was organized. 

This club was organized in May. 1008. and it 
was in full swing in the fall of 190S when Mr. 
Ferris pulled off his balloon race. 

From the time of its organization this club has 
held continuous weekly meetings or semi-weekly 
meetings, and at no time in its history did it 
disintegrate or show any signs of disintegrating. 

It applied for affiliation with the Aero Club of 
.Vmerica six months before the international mid- 
winter meet was heard of. but. owing to the slow- 
ness of procedure, it did not receive the papers 
until the movement for the midwinter meet had 
been thorouglily launched. 

Mr. Ferris" statements also do rank in.lustice to 
the members of tlie committee of the Mercliants" 
and Manufacturers" .\ssociation. of which commit- 
ter he himself was a member. If it had not been 
for the ;Merchants" and Manufacturers" .Vssociation 
the Los Angeles meet would never have taken 
place, and it was the business acumen of this com 
mittee that made the meet such a financial success. 

I do not wish to detract at all from the credit 
due to Mr. F(»rris for the energy displayed by 
him in bringing this meet to a head, as it would 
not have taken place had it not been for him also, 
but I do ob.iect to his misstatements with regard 
to the Aero Club of California and his attempt 
to belittle everybody else connected with the meet, 
and to magnify himself. 

Yours very t ruly. 

IT. LaV. twin inc. 
President Aero Club of California. 

Detroit Aeronautic C^onstruction Co. 

Builders of Light Weight, High - Power 

r)LIR motors combining compactness, simplicity and 
^^ power, are the result of twenty years of practicKl 
gas engine construction. A card w ill bring our circular 
with full description. 

Detroit Aeronautic Construction Co. gfTRRTcHiffi 

Four Cylinder 4to x 4' -i 
in. 30 to 40 H.P., com- 
plete with radiator and 
6-ft. X S^aft.- porn 
pitch propeller, ODOU 
Weight per outfit 175 lbs. 

Four cylinder 5x5 in., 
40 to 50 H.P., com- 
plete with radiator 
and 7-ft.x4-ff 
pitch propelle 


Six cylinder 5x5 in.' 
60 to 70 H.P., com- 
plete with radiator 
and 8-ff.x4-ft.- 
pitch propeller 


Wgt. per outfit 200 lbs. Wgt. per outfit 240 lbs. 

I We I 

Ludlow Aeroplane 

Patents Pending 

* y^UAKANTKKD as to Hij-ht. Guaran- 
i" VJT teed as to freedom from Jnfriiigt'intMit 

of other patents. A new aeroplane 
perfected upon simple and practical lines. 
It has a new scientific method of control 
which is an improvement on what has been 
done before. It is like the others, but is 
based upon a different and improved prin- 
ciple of operation; and yon will not be 
stoj)ped by patent litigation. 
C If yon are in the exhibition business, if 
you desire to take up the selliufi- of aero- 
planes as a business, if you want an 
aeroplane for sport, comnuinieate with me. 
A recpiest froiu you for further details will 
convince you of the absolute correctness 
of these statements. 

New York City 


^ Israel Ludlow{.^4.4.4>4>'|<4'4>'i>4'4'>i'4"|<'|'t'I'4'4'4''i-'f'4' 



A * 

V if. 

The I 

t 111 " LlA * 









Dayton. Ohio 

Sole Makers 
and Exhibitors 
of the Famous 


JIT Both 'planes 
TUand motors 
built entirely in 
our own factory 


















July, iQio 

•!• * 

I The Buyers' Guide | 

Trade Notes 

TO OUR FRIENDS. — We voidd appreciate it very 
much if you would specify in ivriting advertisers 
that you saiv the ad. in AERONAUTICS. This 
will help us, and eventually be of equal service to 

Curtiss Uses Palmer Tires. 

The B. F. Goodrich Company of Akron. Ohio, 
has just received a letter from Mr. Glenn Curtiss, 
written immediately after his recent record-break- 
in.i,' flight along the Hudson fi-om Albany to New 
York City. Speaking of his equipment in that 
Higlit, the Palmer Aeroplane Tires, which are of 
• ioodrich manufacture, he said : "The Palmer 
Tires, with which I equip all of my aeroplanes, 
give the best of satisfaction for the purpose. The 
light weight does not greatly impede the lifting 
power of the machine, and the great resiliency 
enables me to land without shock on the hardest 
ground and to pick up speed quickly in starting. 
I am glad to credit a part of the success of my 
aeroplane to the Palmer Tire." 

Mr. Curtiss used the Palmer tire on the winner 
of the International Aviation Cup, Rhelms, France, 
last autumn, and on the winner of the world's 
record for short distance rising from the ground, 
at the aviation meet, Los Angeles, California, this 

"The light weight which does not greatly im- 
pede the lifting power of the m^achine, and the 
great resiliency" which allows the plane to land 
without shock, were particularly important in the 
Albany-New York flight, when two landings were 
made on the way for supplies, and yet the distance 
was covered in phenomenal time, and with re- 
markable ease. 

The Sacramento Aerial Co., was incorporated In 
.\pril for .$25,000. They are building two machines 
which will be done about .Tune 10th. A lot has 
lieen leased where a factory will be erected for the 
manufacture of all kinds of aerial craft. It is the 
iiii'ntion of the company to manufacture a motor 
which will have many impi-ovements over anything 
that has been put out so far. 

The Gill-r>osh aeroplane which made its debut 
at the Los Angeles Meet, has made over fifty short 
flights. This was on the Curtiss order, but had a 
lipavy automobile motor. A new model, different 
from anything on the niarket, is nowing being 
made and will be flown at the St. Louis Meet for 

Several machines on the Coast have made short 
flights with the Hall-Scott motor, which is com- 
paratively new to the aeroplane world. These 
ari' as follows : Wiseman & Peters, Farman type 
ttiplane, at Santa Rosa. Cal. ; Frank Johnson, Cur- 
tiss machine at San Jose with Harold Hall as 
aviator, and Roy Crosby's Greene biplane with 
Harold Hall, rider. 


Aero Motor for $250. 

To All the steadily increasing demand for a light 
weight aeronautical engine, the Detroit Aeroplane 
Co., of Detroit. Mich., has undertaken the rather 
ditfloiilt task to put a new motor on the market 
for the most popular price of .$2.50. 

This company has been incorporated under the 
laws of Michigan for .$20,000, with F. Weinberg 
president, for the purpose of manufacturing aero 
motors and other devices. The firm of Wilcox <S 
Carlson Co., of Detroit, makers of marine engines, 
has been bought out. 

The engine is a two-cylinder of the double op- 
posed type, four cycle, and has a bore of 5 In. 
and a stroke of 5 in., and the speed range Is 
between 700 and 1,500 r. p. m., developing between 



July, igio 

twenty and thirty horse power according to speed 
and load. The weight is 98 lbs. Both valves are 
placed in the cylinder head, and all four valves 
are operated by one single cam. in this way elim- 
inating a large number of parts, manufacturing 
cost and trouble. The adv^antage of this arrange- 
ment is largely due to the fact that by timing one 
valve the others are timed at the same time. Both 
valves can be detached with their valve cages by 
loosening only two screws, at the same time giving 
free view of the cylinder inside and the piston. 
The engine being air cooled is especially designed 
for this purpose, inasmuch as valve sections have 
been employed of an enormous area, the exhaust 
valve, for instance, being .'>% in- in diameter. On 
the other hand, the extreme large flanges have 
been arranged in doulile distance as customary 
practice shows. This is done to avoid the recipro- 
cating action of the radiation from one rig to 
another, and has been thoroughly tested out on 
French and German motors. 

By means of the double throw crank shaft, the 
pistons are forced in opposite directions, and as 
a result, a bright stream of air is thrown steadily 
inside the crank case and cylinder by each revolu- 
tion, which helps considerably to bring the tem- 
perature of piston and cylinder walls down. This 
in connection with the arrangement of both 
cylinders opposite from each other, and the wide 
spread of the cylinder heads which are directly ex- 
posed to the cooling air draft of the propeller, 
warrants a most efficient cooling under propeller 

The lubricating system is splash, and the crank 
case, therefore, is oil tight and from the best alu- 
minum alloy. It contains, besides a lubricant, all 
moving parts of the engine, as crank shaft, timing 
gears, cam. connecting rods and pistons. The hol- 
low double throw crank shaft is perfectly balanced 
and made from 40 to .50 pt. high carbon steel, 
heat treated and mounted against thrust by a 
New Departure ball bearing, which feature enables 
a direct attachment of the propeller. All other 
bearings are made from best white brass, and are 
most liberally dimensioned and replaceable. This 
is the strongest keynote of the motor, which is not 
only as light, but as durable as possible, and dis- 
tinguishes itself from all other light weight en- 
gines, because it does not need the care of any 
expert, but can be handled most successfully by 

Connecting rods and pistons are being weighed 
thoroughly, and this in connection with the bal- 
anced crank shaft is a most satisfactory running 
system. There are some other points of refinement 
employed in the design, one of which is that all 
the strain of the cylinder and crank case is con- 
verted into compression instead of pulling stress. 

The gasoline tank may be mounted in or above 
height of the engine, as the carburetor is attached 
to motor on its lowest point of the crank case, 
forming with the latter a compact unit. The 
crank case itself is provided with flanges for the 
purpose of fastening to the frame of the aeroplane. 
The design, in connection with the very best 
material used, and the very best workmanship ob- 
tainable, warrants a first class product. This, in 
connection with a large output and in always keep- 
ing a number of ready tested engines in stock, en- 
ables the company to market this motor for only 
$2o0. This price includes the ignition systeni. 
consisting in snaptimer provision being made for 
attachment of magneto. 

Propellers are made and attached to motors 
on special request, and are kept in stock in sizes 
between 5 and 8 ft. diameter and 3 to 7 ft. pitch, 
these propellers being the sizes which the motor is 
able to pull successfully without overheating or 
destructive effect. 

Catalogs are sent on special request. The com- 
pany asserts that the price is so low that even 
the most modest aeroiilane manufacturer can obtain 
a powerful engine at a reasonable price. 

Wittemann Catalog. 

C. & A. Wittemann, Stapleton, Staten Island, 
N. Y., have gotten out quite the finest aeronaut- 
ical catalog yet issued an.vwhere. It contains a 
full list, illustrated, of parts, gliders, wheels, etc., 
and the Whitehead engine. 




All interested in the Art 
will be benefitted by be- 
coming members. 


NO association in the 
world has accom])lished 
as much. 

If ,you desire to learn 
what the Society has done 
for the Art in the last 
eighteen months, send for 
the brochure just ])ublished 
reciting the accomphsh- 
ments from the formation 
of the Society in July, 1908, 
to December, 1909. It is 
practically a history of avia- 
tion in the U. S. during the 
above ])eriod. 

For the purpose of in- 
creasing the sphere of use- 
fulness the membership 
should be augmented. 
Every additional member 
advances the general good. 

C Address the Secretary for booklet 
and application blanks at P. O. Box 
28, Station D, New York; or 1999 
Broadway, where weekly meetings 
are held. 


♦♦♦♦♦♦♦♦♦♦♦♦♦♦»♦♦♦♦♦♦♦♦♦♦♦♦» » 

July, Tpio 



Guaranteed to Fly 

Ready for Early Delivery 

Easy Terms for Exhibitors 

Manufacturer and Dealer an 


Aviators for Tournaments 

N.Y. Agent for Elbridge Engine Co. 


1020 E. 178th Street New York 



Cylinders Wioiiffllt Steel. Water Jackets — Wrought Steel. 

WKLDED to Cylinders. Crank Case~Ahimiiuim Alloy. 

Shaft— Hammer P'orKed Steel. Bearings Drawn Phosplier 

Bronze. No leaky screw joints- every joint Welded. 
25-30 H.P., Weight 80 lbs., $600 
35-40 H.P., Welght120 lbs., $800 
45-50 H.P., Weighit 150 lbs., $1100 



With Non-Infringing Equilibrium Device 

•i57c cash with order, balance C. (). I). 


Propeller Tests Well 

A test of a pro'peller, the design of which is 
new, made by the Requa-Gibson Company, was 
made at the Curtiss place in Hammondisport on 
June 4. Hugo C. Gibson had gone to the factory 
of the Elbridge Engine Co.. at Rochester, to make 
tests of the propellers on the Elbridge engines. 
Six propellers were taken, one of which was of 
the new type. Owing to the rush of business, 
there was but one of the large engines available, 
and that had been delivered to Glenn H. Curtiss. 
So the tests had to be made at Ilammondsport. 
The engine was hung in a frame suspended from 
the ceiling, and on a spring balance attached to 
the wall the thrust was read. The 7-ft. diam., 
4-ft. pitch special propeller showed' up '■V.\7 lbs. at 
860 r. p. m., the engine developing at the time 
26 h. p. With the balance of the power of the 
motor to draw on. the new propeller should show 
great speed possibilities and economy in gas con- 

Fred Shneider Busy. 

Three more aeroplanes, combination Farmnn and 
\'oison types, will be delivered by the end of the 
month. One will be equipped with a :^-cy Under, 
;i0-o5 h. p., and the others with 4-cylinder." 40-160 
h. p. Elbridge motors. One is for one Castellano. 
who used to loop the loop on a bicycle : one is for 
Nicholas Rippenbein. of Perth Amboy. and' the 
third is for Mr. Shneider himself, if someone 
doesn't buy it in the meantime, to try out some 
new devices. 

Manufacturers Please Note. 

.\. If. llofer. 20."!."'> Michigan avenue. Chicago. 
111., would like to get catalogues of all aeronautic 
suiiplies. He expects to construct a biplane of 
about the same dimensions as the Curtiss. 

Many Aeroplanes Sold in Washington State. 

The Hamilton Aero Mfg. Co., of Seattle, Wash., 
luixc liuilt and sold six machines, including sev 
eral liii)lanes, and are now building two biplanes 
for the international meet, to be e(iHipi)ed witli 
an Elbridge 4O-60 h. p. motor and a Ke(|ua-(;il>son 
propeller. They alread.v have seven orders for 
"1 >nnionoplanes" andi biplanes. Many orders are 
Mniied away because they cannot make immediate 

The Whitehead Motor. 

The first aeroplane to be fitted with a Whitehead 
motor is that of Chas. W. Miller. Following are 
the details of the motor : 

Tile engine is liighly finislied and has specially 
temi)ered steel cylinders with steel water .iiackets 
weldi'd in place. T'nder h.vdraulie pressure the 
ja<'kets stand a pressure of 600i lbs. to the sq. in, 
Forced circulation is maintained at high speed' by 
a gear pump. 

Th(> engine is of the two-cycle type, with eight 
port exhausts to each cylinder. No carburetors 
are n.«ied. a special Whitehead vaporizer being pro- 
vided for each cylinder. Ignition is Bosch mag- 

The intake is automatic, and is through a valve 
located in the center of the piston- head. The 
crank case is divided into four compartments, 
which serve as pre-compression chambers, and in 
which the gas is compressed to 20 pounds ])er 
square inch, previous to being adtnittinl into the 
explosion chamber. 

When the exhaust takes place, the relief of the 
liressnre in the explosion chamber en,abl(>s the lower 
pi'essur(> in the crank case to force the valve open, 
admitting the new charge into the explosion cham- 
ber, coincident with the escape of the dead 
through th(> exhaust ports. 

On the upward stroke a compression of 0.5 lbs. 
i.«! reached, which is considerabl.y in excess of that 
of any other motor, resulting in increased power. 
The exploding charge is at ."00 lbs. per sq. in. 

The bore is .5 in. and the stroke 5i/^ in., making 
it a low speed, high powered engine. 



The cranks are set at quarter tUrns, making 
vibration almost negligible. Being a two-cycle 
type, the power is increased over a four-cycle' en- 
gine of the same bore and stroke, there being four 
explosions for each revolution of the crank shaft, 
as compared with two explosions in the four-cycle 

Thus a four-cylinder, two-cycle engine, such as 
the Whitehead, is theoretically much more flexible 
than' a six-cylind'er, four-cycle automobile engine, 
and is equal in flexibility to an eight-cylinder, four- 
cycle engine. 

The oiling system is both by splash lubrication 
and mechanical oiler. The bearings are five in 
number, of phosphor-bronze. There is also a thrust 
bearing on the crank shaft to prevent the breaking 
of the crank case from the pressure of the pro- 

The construction of the cylinders of the White- 
head engine is unusual, as they are bored out of a 
solid billet of chrome nickel steel and subjecii'd 
to numerous temperin^s. 

The steel sheet water jackets are welded in 
place by the oxo-acetyh'ue process, so that there is 
no danger of a l)reak in the water-cooling system. 
There is in the Whitehead engine no packing what- 
ever, and all its working parts are of the utmost 

The crank case is of aluminum alloy, and the 
cylinder bolts run all the way through the crank 
case, thus giving much more than the usual solid 
ity of construction. 

i ^ i ■ ! • ■ ! • » ^ < ■ ! ■ n ^ t i ^ t • ^ i » ! • » ! ■ ■ ! ■ * ! ■ * ^ i ' 2 * *$* * I * ' I"I ' ' I * ^ ^^ ^ *i* "I* ^* ^ ' 3 * * C * * ! * •S- 

I Incorporations | 
* + 

Newell Aerial Navigation Companv of Seattle. 
$100,000.; Frank A. Newell, R. McA. Redpath, John 
H. Casebier, Carl J. Lindquist and William V. 

Western Aeroplane Exhibiting Companv : Harry 
B. Snell, R. W. Lawson, Frank .1. Boot, Jr.. Harold 
S. Boot, Alva A. Ingersoll : $50,000.; Denver. 

The TVin City Aviation & Exhibition Co. has 
filed articles of incorporation with the Secretary 
of State ; capital ,f .jU.Ooo. The incorporators are 
L. N. Scott and William J. Murphv of St. Paul ; 
H. E. Pence, J. J. Barclav, W. E. Wheeler. A. W. 
Strong, H. E. Wilcox, L. H. Fawkes and F. E. 
Murphy of Minneapolis. 

Marquette Aeroplane Co., Indianapolis, Ind., 

Portland Aeroplane Co. ; principal office, Port- 
land; capital stock, $5,0ii(t ; incorporators, Frank 
Bettmann, Arthur Langguth and P. .V. Taylor. 

I Patent List | 

t * 

»j i i |t ■ ! ■ i j t ■ ! » ■ ! ■ > ^ t » | » > ! ■ t | i > | * > ! » ■ ! ■ i ^ t ■ ! » ■ ! ■ • \ *o ^ » • i * » \ * > | * ' I * *S* *{* *^ ' I * " I * " l * ^ ^ 



Igo Etrich and Franz Wels. Oberalstadt near 
Trautenau. Austria-Hungarv, 0.52, 31 T. March l.^i. 
PLYING MACHINE. The invention consists of an 
aeroplane wing having a forward convex curved 
edge and rear concave edge and rounded end por- 
tions, while at bottom of the plane the front is 
concave and rear convex. 

Rudolph G. Dressier, Conev Island, N. Y., 952.- 
Two posts spaced apart and flexible rope extending 
across at the top and bottom with rotating drum 
to operate the rope and a toy flying machine at- 
tached to the rope at the top so as to be moved in 
imitation of ^flight from one post to the other. 

Daniel C. Puncheon. Denver. Colo., 05.3.108, 
March 20. FLYING MACHINE. This invention 
consists in supporting a car by means of kites flex- 
ibly connected thereto. Propellers are provided at 
the sides and rear of the car to control direction 
and the rear propeller is movable vertically on its 
bearings so as to raise or lower the apparatus. 

July, igio 





100 John 


NEW YORK Photonews. N.Y. 

Photographs of Practically every Aeroplane and Airship in the World 
Lantern Slides and Enlargements our Specialty 

Write for Catalogue Agents Throughout Europe 

Auto & Aeronautic Supply Go. 

C Aeronautic Supplies of Every 

Description in Stock 
C Wood Cut as per Specifications 
2100 BROADWAY (73rd St.,) NEW YORK 



We Accomplish Results where Others Fail 

Pedersen Lubricators have proven to be the most reliable 

Pedersen Manufacturing Company 

(established 1884. INCORPORATED 1908) 


New York 


Most Suitable for Aeronauts or those 

requiring a Non-Bulky Sustaining Food 



which you may desire from France, write to 

Ladis Lewkowicz, Ervauville, Loiret, France 

and prompt attention will be given your inquiry. 

Speciedty of securing reliable and successful motors. Any styles of 
aeroplanes. Quickest delivery and lowest figures. Manufacturers' 
guarantee. Full information can be obtained from my lawyer and 
resident representative, Eugene I. Gottlieb, Esq., 140 N2issau 
Street, New York City. 


For Aeroplanes | 


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July, ipio 

Aero Engine 

U PRICE I 250 

20-30 H.R 

1000-1500 R.P.M. 

Weight 98 lbs 

Write for a Catalogue 

The Detroit Aero-plane Co. 


Aeroplanes 35 Cents 

Tin- < littk- Hyer in existence; built on 
strictly ■scientific lines, with a view to help those 
interested in the problem of flight. For amuse- 
ment and instruction it has no equal. Your 
order will be filled by return mail. :: :: 


2506-Z-Monticello Ave. Chicago, III. 


in his fligVit, Ne'VJ York to Phila- 
delphia and return, Los Angeles, 
and all other flights, had a 

The same radiator was used in 

winning the International at 

Rheims by 


For information on flying machine 
radiators write 

A-Z CO. 

540 West 56th St., New York 


Johannes Schilling, Colonie Grunewald, near 
Berlin, Germany, 954,215, April 5. 1910, filed June 
L', 190-9. BALLOONS. This invention relates to a 
method of insulating balloons, more particularly 
dirigible balloons, by providing a jacket around 
the gas chamber and' filling said chamber with an 
inert gas, that is a gaseous fluid freed from oxy- 
gen such as the exhaust gases from a motor. 

Edward J. Augsberger, Philadelphia, Pa., 95.3,- 
810. April 5, 1910, filed April 8, 1909. FLYING 
M.VCHINE consisting of an aeroplane (of any 
type) proved with front and rear planes at the 
sides of the main plane or planes. These side 
pianos are inclined from the horizontal, the front 
planes inclining upwardly from the inner to the 
outer ends aud the rear planes inclining in the op- 
posite direction. 

Albert Koegler, San Francisco, Cal., and Ka- 
millo Stelzer, Jr., Dresden, Germany, 954,574, 
.\pril 12, 1910, filed March :i, 1908. MEANS 
Fi)l{ SiTEEKIN(J F'LYINC; M.4_CHINE. This in- 
venti(m contemplates a supporting frame, above 
the basket or chassis, for a motor hung in a uni- 
versal joint. Above the motor extends a sleeve 
and inner shaft caused to rotate in, opposite di- 
rections, by means of bevel gears, and air vanes 
are secured to each. By changing the angle of 
inclination of the motor and air vanes, the ap- 
paratus may be steered in any direction. 

Anna O. Hagstedt, New York. N. Y., 954, T.S.S, 
.\pril 12, 1910, filed Feb. 18. 1909. FLYING MA- 
CiIINE consisting of a body having two motors 
described as a main and auxiliary motor. Pro- 
pelling means comprising front and rear propel- 
lers in addition to supporting means in the form 
of a plurality of flapping wings are operatively 
connected to both motors. 

Gustave H. Brekke, Seattle. \Vash., 955,049, 
.\pril 12, 1910, filed May 10, 1908, renewed, Nov. 
lu, 1909. .VIR.SHIP comprising specifically a 
helicopter construction of oppositely rotated pro- 
l)ellers supported on vertical shafts, one within 
the otlier, and means for swinging the propellers to 
and from an inclined position. The upper end of 
shafts being broken and provided with universal 

Lagar R. Culver, Salt Lake City, Utah. 955,389, 
.\pril 19. 1910. filed May 5. 1908. AEROPL.YNE, 
I he novelty of which lies in a kite-shaped frame 
sni>i)orted on a wheeled chassis. The frame is in- 
tegral with the planes and is pivoted at the front 
(■orncrs so that each side may be raised or low- 
i-wd independently. The tail is similarly pivoted 
and hand levers are connected foi- manual opera- 

NMkolas Rueben, Aix la Chapelle, Germany, 956,- 
42S, April 2(i, 1910. filed Sept. 1, 1909. AIR- 
Sllll* IL\LL with temporarily removable roof. .\ 
liangar consisting of gable side walls and pillars 
and rafters constructed to swing on said walls to 
vertical position, the rafters being divided in the 
middle to form a slanting roof when in normal 
liosition. The roof covering is slidingly arrangi-d 
(in the rafters and moval)le in divisions. 

Ilenrv C. Schauze, Sr., Camden. N. J., 9."v6,(j48. 
.Mav :\.' 1910, filed Nov. 25, 1908. DEVICE FOR 
.\F.iM.\L N.VVIG.VTION. A housing provided with 
propellers above and at each end, the former ro- 
tating on vertical shafts and the latter on hori- 
zontal shafts. Quadrants are secured at the ends 
of housing for supporting the horizontal shafts 
and means are provided for quadrants and pro- 
pellers for the purpose of steering. 

Rudolph Gendts, New York. N. Y.. 957,205, May 
10. 1!)10. filed April 29, 1900. AIRSHIP. A rigid 
ciiiar sbai)ed gas balloon provided with compart- 
ments separatee from the gas. An open air com 
parlment at the top serves as a passenger car. 
r.el<iw this a compartment houses the power plant 
which through transmission gears operate vertical 
and horizontal propellers. Double rudder blades 
are provided at the rear on each side of envelope 
connected together by rods and operable simul- 
taneously by transmission to a steering wheel in 
passenger car compartment. 

William ^V. Christmas, Washington, D. C, as- 
signor of 49,r0tl to Creed M. Fulton and Thomas 
W Buckev, Washington, D. C. and Lester C. 
.McLeod, .V'storia, Ore., 957,744, .May 10, 1910. filed 
Oct. HtK 1909. FLYINCJ M.XCHINE. Au aero- 
plane consisting of a plurality of separate, inde- 



July, ipio 

pendent, suitably spaced supporting planes of con- 
cave-convex form in the direction of tlieir length, 
transversely to the line of flight, the confave sides 
being towards each other. Tlie upper supporting 
plane has also an intermediate air gap and is 
wai-ped to present air guiding surfaces leading to 
said gap. 

Louis Araheiter, Jersey City, N. J., 958,460, May 
17, 1«10, tiled Oct. 6, 1908. AIRSHIP. An aero- 
plane having the following characteristics : A 
frame-work on wheels supports in the center a 
large sustaining surface of arch shape open at the 
front, rear and bottom. Located at each side of 
main surface a smaller surface of same style is 
provided. Within, the large arch adjustable pro- 
pellers serve to propel forward or backward while 
under the side arches a propeller at each side 
raises or lowers. 

.lohn Hoskine, Detroit. Mich., 958.747, Mav 24. 
1910, filed June 14, 1909. PLYING MACllIXK, 
comprising aeroplane surfaces and a helicopter 
above them so arranged that upon a rapid down- 
ward movement the spaces between the blades are 
automatically closed and an outwardly and down- 
wardly extending rim surrounding the helicopter 
enables it to act as a parachute. 

Frederic W. Schroeder, Kennington, London, Eng- 
land, 959. 260, May 24, 1910i, filed Nov. 4, 1909. 
AERIAL SHIP. A combination of helicopter, gas 
bag, luting vanes and parachute. A series of lift- 
ing propellers arranged in pairs on vertical axos 
to rotate in opposite directions are connected with 
auxiliary lifting vanes lying below and across the 
main blades of the propellers. Vertically dis 
posed gas bags are carried below the frame and 
above a series of parachutes are arranged nor 
mally collapsed and adapted to expand automatic 
ally when any downward velocity Is acquired. 

Marcel Kapferer. Billancourt. France. Assignor 
to Societe Aronvme "Astra," Billancourt, France, 
958.926. Mav 24, 19I(^ filed Sept. 11. 1900. DE- 
SHIPS, comprising a pipe within which is a flexi- 
ble partition, running longitudinally and being of a 
width equal to half the circumfcri'iitial develop- 
ment of the pipe. A flexible si)li("i-ical cap, at- 
tached to the partition, is operable from the out- 
side for the pnritose "f directing the gas into one 
or other of the I'ompartuients to be supplied. 

John Buchanan. Holland. Mich.. 959.199, Mav 
24. 1910. tiled Oct. 9. 19(is. FLYI\(; MACHINE. 
An aeroplane provided with propeller at the front 
and rudder at the rear with a car pivotally sus 
pended below and means for adjusting mamially 
the angular relation of the car and planes. 

I Ascensions ^ 

4, xxov^v^lJ.ox^^XJ.o 4. 

4* ■!* 

+ :: Two 400-Mile Trips :: :: * 

♦ :: One of 200 Miles :: * 

* * 

Forbes' New Record Altitude. 

note: .\stekisk (*) denotes tuii' o\er 100 .mii.e.s. 

*Quincy, 111., May 9. — A Holland E^orbes. i)ilot. 
in his new balloon "Viking." with J. C. Yates, to 
('rail Hope. Ky.. a distance of ."O.'Ji/i miles; dura- 
tion 19 hours 55 minutes, highest altitude, 20,- 
600 ft. 

The trip was undertaken with a view of gaining 
the record duration, altitude and distance, but 
the poor quality of the gas cut down tlie supply 
of sand bags. When the aeronauts landed there 
was but one bag left out of the thirty-three at 
the start. 

From 6:50 p. m., the time of the start, till 9:00 
the next morning. I)ut six bags were used. In 
passing over Illinois, the balloon suddenly droi)ped 
from an altitude of 8.(MMI or 9,000 ft. and six 
bags of sand were used to check this sudden de- 
scent, which was accomplished just as the trail 
rope touched the ground. It was found out after- 
ward that a local rain storm probably created a 
rising column of cold air and caused the drop. 




Less than 3 lbs. per H. P. 
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20" X 2" Curtiss Type in Stock-WEIGHT 7 LBS. 
Monoplane Tail Wheel. 16" x Po"-Weight 3 lbs. 

Farman Type Axles ^T.h^ALrbers 

14" Wire-Spoked Steering Wheels - - Turn-Buckles 

J. A. WEAVER, Jr., 956 8th Ave., N. Y. 
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Specific Gravity 3 20 
Tension, - 44,000 lbs. to sq. in. Compression, 126,000 lbs. to sq. in. 

Transverse, 87,000 ' " " .Torsjon, - 60.000 " " " " 

Send for test bar or a pattern for sample casting 


19 Rape! ye Street BROOKLYN, N. Y. 


Hamilton Aero Mfg. Co. 

208 30th Ave., Seattle 

Successors to HAMILTON i. PALMER 


18 ft., $275. Without power 

21 ft., $350 24 ft., $400 

Exhibition Dirigible "SNAP" 

Carl E. Myers Outfit; 7 h. p. Curtiss 
IVIotor; 58 X 18 ft.; in fine condition; 
can pay for itself in one exhibition. 


Baldwin's Vulcanized Proof Material - ELBRIDGE Motors 



302 Holyoke St., San Francisco 

Aeroplanes, Gliders, Propellers. Desiirned and Con- 
structed. "Shaffer" Aero Wheels, Gliders, Propellers, 
Strut Connectors, Model Power Plants, Laminated Ribs 
and Beams. Stranded Aero Cord. Spruce, all shapes 
and Sizes. 

Whitehead Motors, Bosch Magnetos, Palmer Aero Tires 


Considerable ballast was expended in attaining 
the great altitude. The aneroid was examined at 
about 2 :00 o'clock, and it registered' liOi.eOO ft. 
Xt this point the aeronauts were gasping for 
breath, and this height was maintained for about 
ten or fifteen minutes. It is supposed the balloon 
went consid<>rabl.v higher. The instrument was 
later examined by the makers and it was found 
that this height was the limit of the capacity 
of the aneroid. 

The gas left only slightly filled the balloon, 
and as it tended to collapse, it had a correspond- 
ing tendency to elongate, hence the pressure upon 
the rope extending from the base of the appendix 
to the basket became great. In fact almost the 
entire weight of the rigging beneath the balloon 
was forced upon this single line, and at length 
it parted. This dropped the basket, elongating 
the balloon so suddenly that the line from the 
ripijing panel to the basket became suddenly taut, 
tore open the ripping panel four or five feet. The 
gas rushed out at terrific speed. The result was 
tlic immediate t'ollapse of the balloon and its 
descent to the ground at 2 :4.5 p. m. ,\t this 
time the 350-ft. trail rope was just touching the 

The aeronauts were found' unconscious by farm- 
ers. Forbes was laid in a lot of poisin ivy vines 
and suffered from their poison for some days. 

I'ittsfield, May 11. — Charles .1. Glidden, pilot : 
Kabbi Charles Fleischer and .T. J. Van Valken- 
l)urgh in the "Pittsfleld," to Ilolden. Mass. Dura- 
tion 3 hours : distance 7.5 miles ; altitude .">,4(i0 ft. 

Pittsfield. May 14.— Charles J. Glidden. pilot, 
and Jason S. Bailey, in the "Mass.," to Berkshire-. 
Mass. Duration 1 hour 4.5 minutes : distance ^$ 
miles: altUude 8,7/(0 ft. Snow storm at 4.000' 1o 

Philadelpnia. May 14. — ifr.' Thomas K. Eldridge, 
Ira Brown, and Mrs. D. V. Evans, in the "Phila. 
I.," to William«town, N. J. Distance 20 miles; 
(Jiii-ation 5 hours : altitude fl.OOO' ft. 

ittsfleld, Mav 15. — William Van Sleet, pilot : 
Roswell C. Tripp. Pairman Dick and E. C. Ely, 
in the "i>j pring fi e1 (^ " tq^ j-ihtiron Conn. Distance 
ffi>s^OTtl'ation T). noursi^ altitude 7.000 ft. 
■it. Louis, May 19. — .John Berry, pilot : Prof. G. 
O. James and Andrew Drew, in the "St. Louis 
III," at 6:35 p. m., to Carsonville at 7:15 p. m. 
.\t S :30 p. m. Wnother ascent was made from 
here, landing eventually at ]l:20i near Iliilview, 
111. llillvi(>'.v cannot be found on the map. 


*St. Louis. May 19. — H. E. Honeywell and Wil- 
liam P. Assmann left St. LouTs in the "Centen- 
nial" to make a new distance record. After be- 
ing in the air 22 hours and traveling 400 1-3 miles, 
a landing was made at Shiloh, Mich. An altitude 
of 14,800 ft. was reached. 

*North Adams. May 20. — .V. Leo Stevens, pilot : 
Dr. David Todd, Percy Sherman and Charles Som- 
erville, in the "Cleveland," to St. Dominique, Que., 
In the long(>st flight ever made from a New Eng- 
land point. Duration 11 hours 52 minutes; dis- 
tance 219 miles; altitude 11,000 ft. 




July, igio 


CThe above book is an honest explanation of how the 
Inventor may guard against obtaining worthless 
Patents, and is written with a sincere desire to place 
the Inventor-reader in a position to determine intelligently 
when he should not file an application for Patent. Sent 
FREE on request. 

The business of experienced patentees and inventors 
solicited. Inexperienced inventors will be rendered equally 
thorough service. 

H. L. WOODWARD ^^'^L^'odV/ d;u?r '" "^""'"^''^ 

727 9th Street 0pp. U. S. Patent Office 


Washington, D. C. 


The pilot, Mr. Stevens, wins for the first time, 
until his record is beaten, three cups: 

"La Patrie Montreal," to the Dilot larding 
nearest the office of "La Patrie," 

"Cortlandt F. Bishop," to the pilot making the 
longest flight in 1910, starting from a point in 
Now England. 

The "North Adams Cup," for the longest dis- 
ance made from North Adams. 

A lower current was encountered which begnn 
to drive the balloon towards the States again, 
and it was thought best to land at Drummonds- 
ville. The trail rope was dropped here and the 
aeronaut called out to a farmer to catch it, but 
the man's wife held him back. By this time 
the balloon had come up to a forest where It was 
impossible to descend, so the trip had to be con- 
tinued some seven miles further on the return 
journey. The final landing was made at St. 
Dominique, Que, 

The .\utomobile Club of Canada's cup for a 
landing on the island of Montreal dO'^s not appear 
to have been won, as St, Dominique is not on the 

London, England, May 20, — H. W. Gannett, of 
the N. E. A. C, made a trip over London and 
landing at Castle .\bbey. Distance 00 miles. 

The funeral of King Edward was viewed from 
the balloon. 

Pittsfleld. May 21. — William F. Whltehouse/ to 
near Springfield, Mass., in the "Pittsfleld." /Dis 
tance 40 miles. 1_ fsj-y^S « 

Philadelphia, May 21. — Dr. George H, S/mmer 
man. Dr. Thomas E Eldridge, Prof. Chi*(-Ies I. 
Doolittle and A, L. Millard, in tlie "Pln/a. 11. , 
to Crestmoor, N. ,J 

Crestmoor cannot be found on the ma^). Though 
the balloon was sent up 6, .500 ft., on acooiuit of the 
dense clouds, no view of the comet was obtained. 

Indianapolis. May 27. — G, L. Bumljaugh and Dr 
L. E. Custer, from the Motor Spe^way, landing 
about 10 miles away, 

Indianapolis, May 28. — Luzern /Custer and C, 
A. Copy, from the Speedway to /Cagletown, about 
2.5 miles, 

Pittsfleld. Mass.. Mav 27. -/.T. Walter Flagg, 
pilot, and W. G, Kelly, in the "Pittsfleld," to 
Sorinirfield, Mass. Duration £^| houriSJ^ distance 
? "*9 miles. / Mf 7 '♦Vl/U* 

' Pittsfleld, May 28. — Cha/es .T, Glidden, pilot, 
and .Tason S. Bailey, in tm» "Mas.s," to Bethany, 
Conn. Diiration 2% hom-s ; distance 75 miles; 
altitude 7,700 ft. 

Springfield, May 2S7^.Lay B. Benton, pilot 
Louis Dederick, Prof. /)avid Todd. Robert Wells 
and Nelson Waite, left/the ground in the "Snring- 
field" but the ballooi/ caught in the wires lining 
the railroad and tl^^ gas had to be let out and 
the trip abandonedy 

St. Louis. .Tuneyl2. — S. L. Von Phul, pilot, and 
.T, D. W. Lambert, in the "St. Louis III.." to 
No''th St. Louis/ In descending it was found the 
rip .Tnd valve ^rds were entangled and the bal- 
loon was allowed to drop of itself. The descent 
was in the Mississippi River. 



Late Examiner U. S. Patent Otfice 


American and foreign patents secured promptly and 
with special regard to the legal protection of the in- 
vention. Handbook for inventors sent upon request. 


Washington, d. C. 



Send sketch for free search of Patent Otfice Records 
How to Obtain a Patent, and What to Invent, with List 
of inventions Wanted and Prizes offered for Inventions 
sent free. Patents advertised free. 

^Ve are experts in AIRSHIPS and all patents and 
technical matters relating to AERIAL NAVIGATION. 

VICTOR J. EVANS & CO., Washington, D.C. 


"Why Patents Pay," "100 Mechanical Movements" 
and a Treatise on Perpetual Motions — 50 Illustrations 

F. G. DIETERICH & CO. patent lawyers 
803 Ouray Building, Washington, D. C. 

"The Protective Patent" 

This book for inventors sent free, $35.00 required 

to file patent application. Total cost $65.00 


BEELER & ROBB. Patent Lawyers 

87-90 McGill Building - - Washington, D. C. 


„.r New Book PATENT-SENSE Mailed Without Chsree 

R.S.& A,B.LACEY,Washington,D.C. Estab. 1869. 



Competent Patent Work Pays in the End. 

You get it here at Minimum Cost. 

Also Working Drawings and Reliable Data 

for Flying Machines. 



'afvy<M. rO^/vt> 



July, igio 


250 W. 54th Street 
Cable: Aeronautic, New York 

- — New York 
'Phone 4833 Columbus 

Published by 

A. V. JONES, Pres'i - E. L. JONES, Treas'r-Sec'y 

subscription rates 
United States, $3.00 Foreign, $3.50 



116 Nassau Street New York City 

No. 36 

JULY, 1910 

Vol. 7, No. 1 


Entered as second-class matter September 22, 1908, at the Postoffice 

New York, under the Act of March 3, 1879. 
t\ AERONAUTICS is issued on the 20th of each month 
^^ All copy must be received by the lOth. Advertis- 
ing pages close on the l5th. :: :: :: :: :: :: 

#T Make all checks or money orders free of exchange 
^^ and payable to AERONAUTICS. Do not send 
currency. No foreign stamps accepted. :: :: :: 



'"Aeronautics" ' 
New Year. 



It is with somewhat more assurance of 
the ultimate than on three previous Julys 
that with this issue "Aeronautics" begins its 
fourth year. 

Aeronautical affairs of late have reached 
a higher plane and the structure of the Art 
is attached more firmly to the industrial 

In the face of the kindly advice of those 
foremost on the subject the magazine was 
started in July, 1907, when a gas balloon 
was a curiosity and the Wright Brothers' 
flights were still alleged myths. 
^\With the good will and ready support of 
t€se somewhat pessimistic friends, and with 
the appreciation of those who found "Aero- 
nautics" of interest and value, without a 
skip the magazine was continued single- 
handed through three not particularly en- 
couraging years. 

It was steep-angle work, you may be sure. 
No t'me or pains has ever been spsred to 
make the paper as reliable, accurate and 
efficient as possible in its heretofore ex- 
ceedingly limited field. The sun often set 
and rose again on a day's work, but the 
heart was in it, and this, perhaps, made the 
labor lighter. 

In launching upon this New Year I want 
to express my sincere appreciation of the 

many kindnesses thrust upon the magazine, 
and may success eventually alight at our 



Automatic Stability Problem Solved. 

Liiii,aitn(linal and lateral stability form tlio two 
most important problems in the developnifnt of thr 
aeroplane. Stability must eventuall.v be automatic. 

For some .years past Lieutenant .T. W. Dunne 
who was for some time attached to the Balloon 
Factory at Farnborough, England, but has recently 
continued his experiments at Sheppey on his own 
account, has worked at the problem. A biptane 
designed by him, and piloted by Lieut. (Jibbs, actr 
all.v made several flights in Perthshire in thr 
autumn of 190S. Since the beginning of this year 
flights extending in one case to nearly one mile 
have Iteen mad'e in the Isle of Sheppey. The ma 
chine was recently reconstructed, and was brought 
out once again and tried on the afternoon of May 
27, in a fair breeze. Lieut. Dunne, who i)iloted 
the biplane, arose from the ground after a riir 
of some forty yards and, rising to sixty feet, main- 
tained this altitude for some distance, when he let 
go his grasp of all the steering-levers and absolutely 
abandoned the machine to the air. Pursuing Its 
free flight with perfect stability and steadiness, the 
aeroplane covered a distance of .iust on two miles, 
when lyieut. Dunne resumed control of his levers 
in order to clear a high mound, but. being unable 
to do so, came to earth in a ploughed field. The 
entire length of the flight was about two and one- 
half miles. During its free flight the aeroplane 
gradually rose all the while. 

The importance of this achievement need not 
be insisted upon, it simply proves that the problem 
of automatic stability is in a fair way of being 
solved, and as such Its significance transcends that 
of the ma.iority of sensational sporting and exhihi 
tion flights. During the whole of its free uncon- 
trolled flight the aeroplane remained' absolutely 
stal)le. The aeroplane Is a biplane ; the wings pro- 
ject backwards from the central axis of the ma 
chine, and in plan have the shape of a V with 
the apex in the direction of flight ; the wing tip^ 
are actually situated in rear of the center of 
gravity of the machine. Their combined area i 
."i(>(> square feet. The machine carries no tail no 
steering or controlling surfaces of any kind with 
the exception of a flap hinged to the rear ex- 
tremity of each wing for effecting horizontal aiu' 
vertical steering. A 4-cyllnder, 50 H. P. "Green" 
engine drives two propellers revolving at the rear 
of the surfaces. The wings have a positive angle 
of incidence near the centre, the angle gradually 
decreasing towards the tips, where the angle i 
actually negative. The machine weighs 1,700 
pounds, the loait therefore being about three pound' 
|ier si[uare foot. 





5 ft., $25—6 ft., $30—7 ft., $40 

White Plains, N. Y. 



July, 1910 

We Build Balloons That Win 


CHICAGO CONTEST — Balloon "Fielding-San Antonio" — 9 competitors 

Distance and endurance trophies, also water record of the world — 350 miles one trip 

INDIANAPOLIS CONTEST— Balloon "University City" — 6 competitors 

PEORIA CONTEST — Balloon "Peoria" — 3 competitors 

ST. LOUIS CENTENNIAL CONTEST — Balloon "St. Louis III" first, and Balloon 

"Centennial" officially second for distance and endurance, 47 hrs., 4 1 min. — 8 competitors 

Balloon "St. Louis III" — speed record of America — Lambert, pilot; Von Phul, aide 


Aero Club Grounds, Centennial Contest, St. Louis, Mo . 

^ The longest voyage by a licensed pilot in the United States, in 1908, was 
made with the 2200 cubic nreter "Yankee" — 461 miles with two stops — 
a remarkable performance; 800 pounds ballast aboard when landing. 


^ The greatest balloon trip of 1908 and 1909 — 850 miles in competition — 
made by the 2000 cubic meter balloon, "Fielding-San Antonio." Four 
American and two Foreign makes defeated by wide margin. 

HONEYWELL, Builder and Pilot 


^ HONEYWELL CONSTRUCTION utilizes the latest and best materials 
— varnished or rubberized envelope with French-type valve, and Italian 
hemp or linen nettings. Cars equipped for comfort and convenience 
— light and durable. ......... 


H. E. HONEYWELL, Director 

4460 Chouteau Avenue, St. Louis, U. S. A. 

In answering advertisements please mention this magazine. 



61 -Page 

"Inventor's Guide" 



"Proof of Fortunes 

in Patents— I 
What and How to 

"THESE books will 
*■ tell you How to 
Secure Money to 
"Patent" your In- 
vention, How to 
Sell Your Patent, 
and ALL about the 

Great Success 
of My ^ients 

T r a d e - M a r k s , 
Copyrig^hts, Prints. 
Labels, Registered 



July, igio 

Patents ™« Pay 

'My Trade-Mark" 

■ Your business will have my personal attention." — E. E. V. 


American National Hank, 
Washington, D. C. 
Little Giant Hay Press Co., 
Dallas, Texas. 
Gray Lithograph Co., 

New York City. N. Y. 
Farmers Mfg. Co., 

Norfolk, Va. 
New Era Mfg. Co., 

Fairfield, la. 
The Parry Stationery Co., 
Oklahoma City, ('kla. 
Bell Show Print Co., 

Sigourney, la. 
The Camp Conduit Co., 

Cleveland, O. 
The Iowa Mfg. Co., 

Oskaloosa, la. 
SamT Allen & Son Mfg. Co., 
Dansville, .N. Y. 
The Garl Electric Co.. 

Akron, O. 
Superior Mfg. Co., 

S.dney, O 
Tidnam Tel. Pole Co . 

Oklahoma City, Okla. 
Bernhard Furst, Vienna, 

I. Austria-Hungary. 
Compound Motor Co., 

Brooklyn, N. Y , 


(Ske Above List of References-THEY TALK!) 


Successful Clients in Every Section of the U. S. 
Expert-Prompt Services 836 F STREET, N. W. 

Registered Patent Attorney 
Patent Litigation 


4J 180,340.00 1 


YOU Should Have My FREE BOOK 

Tellino HOW OTHERS will do 
the same IN THE FUTURE. 

Sol. cited 

I advertise my clients patents free in a magazine having two million 

cxperi-rrompt services 





m ^""T^M. Mnnm^A ID MT 


C Improvements in Aerostructures should be protected without delay. Thousands are 
experimenting, and your discoveries may be made and patented by others. A seemingly 
unimportant point to-day, may control the Aeroplane and Dirigible in tlie future as the Selden 
Patents control the Automobile. Do not give your idea* away; protect them with solid patents. 
We render an opinion as to the patentability of any invention without charge. Send us a 
sketch and description, photographs or a model for immediate report. 

Booklets giving full informal ion in Patent Matters, a list of needed inventions and a history 
of succes.sful patents, mailed free. Write for them. 

WOODWARD & CHANDLEE ',ii.'^nif^;^.-^^^,^6^'. 


Diameter 7 ft.. Weight 5 
A stock propeller selected by guess for the special 
conditions of your machine. 

A true screw of uniform pitch in which only a por- 
tion of the blade can have an effective gliding angle 
in the path through which it moves. 

Material showing common "flat" or "bastard" 
grain which warps, checks and refuses a polish. 

One kind can be had from several places; the 


lbs.. Stands 200 lbs. Tlirust. 

A propeller correctly and ."cientiflcally designed for 
the surface-weight ratio and speed and power of 
your machine. 

A blade of variable pitch to take account of the 
elasticity of the air and the phenomenon of "slip" and 
that is effective all over. 

A bl.-ule showing none but edge or "quartered" 
grain and both blades bein? exactly alike, even to the 
lines in the wood— ;md a perfect polish. 
other you can get only from us. Think it over ! 

616 G Street, Washington, D. C. 

In answering advertisements please mention this magazine. 


July, iQio 



Aeroplane Fabrics 

Aeroplane Tires 


Tell us what you need, and let 
us explain the superiorities of 
GOODYEAR Materials. 


Akron, Ohio 


True Screw :: Spruce and Ash 

In stock and can be shipped immediately 

CAll Sparling-McClintock 
Propellers are of laminated 
spruce and ash. CWe get 200 
pounds thrust from our 6 -foot 
propeller at between 1100 and 
1200 revolutions per minute. 

Our 6 -foot Propeller, Mof\ c\f\ 

any pitch, wt., 7 lbs., vpOU.UU 

Our 7 -foot Propeller, ymnn 

any pitch, wt., 8^ lbs., 40.00 

Our 8 -foot Propeller, C(\ f\(\ 

any pitch, wt., 11 lbs., 50.00 

Sparling-McClintock Co. 



Aeroplane Co. 


Working Models 
Flying Models 
Separate Parts 


From Workinji,- Drawings, Etc. 


Alumixuji, Kattav, Bajiboo, 
White-Wooi), Etc. 

Special Notice! 

WE have received so many 
inquiries for agenc}- prop- 
ositions and orders are 
coming in so fast, that our mail 
has grown to such an extent, that 
we find ourselves unable to keep 
up Mitli our correspondence, but 
will fill orders and answer all 
letters as cpiickly as possible until 
we have increased our facilities 
still further. 

Price List of Models and Parts 

is now ready, but it will be 
some little time before our 

Supply Catalog for Full Size 

Machines is ready for distribu- 
tion as there are so many new 
things to list. In asking for 
catalog, please state which one 
you want. 


Main office and factory 

Chicago office, 49 Wabash Ave, H. S. Renton, Manager. 

In answering advertisements please mention this magazine. 


July, iQiO 


Used by Leading Aviators. 

Light in weight — . 

Strong and | 


Variety of types and sizes 

in stock. 

Absolutely Guaranteed. 

Send for Catalogue 19. 

All Si^es Hoffmann 
Steel Balls on Hand. 

R. I. V. CO. 1771 Broadway, New York 

Laminated Wood Propeller 

on lines giving 





PRICE $85.00 f. o. b. 

Mail or Telegraph 10% of amt. 

and we will ship C. O. D. for 



Sole Manufacturer 
67 Main Street 

San Francisco California 


Published by 




By Sir George Cayley, Bart., with Portrait 
and Biographical Notice. First published 1809. 


By F. H. Wenham, with Portrait and Bio- 
graphical Notice. First published 1 866. 
^ Four more volumes in the present series will be issued during the 
^^ course of the year, including the most important works of Walker, 
Stringfellow, Pilcher. Fiancis Lana, Leonardo da Vinci, etc. 

The originals of this valuable series are extremely rare, and practi- 
cally unobtainable. All the illustrations are reproduced in facsimile. 

Price 25c. each volume. Post Free 30c. 

Subscription for complete series of six, $1.35 post free 
On sale at the Publishing Offices of of the Aeronautical Society 
KING, SELL & OLDING, 27 Chancery Lane, London, England 


Latest Aero Books 

250 W. 54th St. New York 



Fo« Model and Full Sized 
%L Prices on Application 

L. G. DUQUET ^'^l^'^t^^- 

I have just such a twin engine to win 
Edwin Gould's $15,000 prize. Want capital 
to exploit this patent. 

J. A. M., care AERONAUTICS'. 

Well known inventor building biplane which 
will not conflict with other patents, needs 

Perfectly safe, and simple control. Have 
machine entered for several contests. 

Best of references. No brokers. 


In answering advertisements please mention this magazine. 


July, ipio 

Wittemann Glider In Flight 

C. and A. 




Gliding Machines, Models, 

Separate Parts 


Experiments Conducted Large grounds for testing 


7 Ocean Terrace and Little Clove Road, Staten Island, New York 

Telephone, 390-L West Brighton 


All working parts of Krupp 
and other German Steels of 
highest tensile strength ob- 





In Stock For Immediate Shipment 

/^UR6-ft. Propeller delivers 200 lbs. 
^^ thrust at 1200 R. P. M. CDo 
you want to oet the best results? If 
so oet a "Brauner Propeller." 

COur Propeller has proven more than 
satisfactory to those using it ::: ::: 

6 -ft. 

6i lbs. - 

- $40.00 


8* " - 

- 50.00 


11 " - 

- 60.00 


335-339 EAST 102nd STREET 

Phone, 2189 Lenox ::: NEW YORK 

% I— lERE'S wfhat the other fellow says in 
part referring to a big one — " It will 
remain stationary in the air or travel at 
the rate of 1 50 miles per hour and up- 
ward under any kind of weather condi- 
tions — it will go forward or backward, 
^ ascend or descend, shift its direction under 
J^ instantaneous control of the pilot. It has 
J a natural balance, also automatic control, 
J hand control, hand and automatic in com- 
J bination, thus making capsizing impos- J 

asn't exag- J 
For further J 

Box 795 + 



Remember the combination— It's a Helicopter, Para- 4* 
chute. Gyroscope, FLY-whee] ! •!• 

J sible" etc. etc. etc. 

He he 

J gerated one bit either 
* particulars apply to 

t JOS. E 


p. s. 



•1^ 4* 

In answering advertisements please mention this magazine. 


July, ipio 

Set i^eacij/ to J'ly 


NE thousand satisfied clients testify that the service, the stock, the pains- 
taking attention of the 


is invaluable to builder, novice, owner or aviator. 

C In response to a persistent demand we have inaugurated a new department. 
We will build complete machines in our own shops to your specifications. Full 
size or models with or without our special advisory service. 


C The Aeronautic Supply Company, organized last year, is the first concern 

of the kind in all America. 

C, Our catalog is now running in the third edition. Bulletin number three 

very complete and especially valuable, now off the press. 

C If you are not already in correspondence with us, write now. We help. 

Aeronautic Supply Co. 

SHOP: 3923 Olive Street, St. Louis, Mo. 

General Office: 

302 N. 12th STREET 

Long distance telephone connection 

First in all America 

How Competition Promotes 
^^^^— Progress ■^■^— 

FOR the third time America's first aviation trophy, 
which commemorates Langley's aeroplane, has 
been competed for and perhaps permanently won 


in his record-breaking flight down the Hudson Kiver, 
on May "29th. On July 4th, 19()H, he flew a mile in 
a straight line; last year he covered 25 miles over a 
circular course; and now he has flown 741 miles from 
Albany to Poughkeepsie without a stop at a speed 
of over 50 miles an hour- — a long distance flight 
already increased materially by Chas. K. Hamilton 
in his I hour and 50 minute trip from Governor's 
Isi.Axn to PHiLAOELPniA on June ISth. 
C All this shows what progress has been made since 
we offered the Scientific American Trophy. The 
competitions this year which are to be cross-country 
flights — will evidently be very keen; and aviators 
intending to compete should make entry early. 


The Scientific American f^^'o^l 

In answering advertisements please mention this magazine. 


Vulcanized Proof Material 



Forbes and Fleischman, Balloon "New York" 


35 Hrs., I 2 Mins. Forbes and Harmon, Balloon "New York" 


Harmon and Post, Balloon "New York," St. Louis Centennial 


Harmon and Post, Balloon "New York," St. Louis Centennial 

2nd, BRESCIA HEIGHT PRIZE— Glenn H. Curtiss 


Used in the U. S. Gov. Dirigible and Spherical Balloons 

WILL last from five to six times as long as a varnished balloon. The weight 
is always the same, as it does not require further treatment. Heat and cold 
have no effect on it, and ascensions can be made as well at zero weather as in 
the summer time. The chemical action of oxygen has not the same detrimental 
effect on it as it has on a varnished material. Silk double-walled VULCANIZED 
PROOF MATERIAL has ten times the strength of varnished material. A man 
:;an take care of his PROOF balloon, as it requires little or no care, and is NOT subject 
to spontaneous combustion. Breaking strain 100 lbs. per inch width. Very elastic. 
Any weight, width, or color. Will not crack. Waterproof. No talcum powder. No 
revarnishing. The coming balloon material, and which through its superior qualities, 
md being an absolute gas holder is bound to take the place of varnished material, 
rhe man that wants to have the up-to-date balloon, must use VULCANIZED PROOF 
MATERIAL. Specified by the U. S. SIGNAL CORPS. 

Prices and samples on application 

Captain Thomas S. Baldwin 

Box 78, Madison Square 

In answering advertisements please mention this magazine. 




Elbridge Special Feather-weight, 2 -Cycle Aero Motors 

(water cooled) : 

3 Cylinder. 30-45 H. P.. 1 38 I -2 lbs. . $730.00 

4 Cylinder. 40-60 H. P.. 1 78 lbs. . . . 1050.00 

Cylinders 4 5-8x4 1-2, copper jackets, 
aluminum bases, hollow crank shaft. 
4 Cylinder, 20-24 H. P., I 50 lbs. (air cooled) 610.00 
Cylinders 3 1-2x3 1-2, flange. I 5-8 in. 
20 X 2 Aeroplane Wheels with tires built with steel 

rims and special hub, very strong, price, . 9.50 \\ 

E. J. W. Aeroplane Hubs turned from solid bar of 

steel, drilled 36 holes, well-nickeled. . . . 4.00 
E. J. W. Aeroplane Hub Brakes, enables aviator to 
stop his plane before or after edighting on ground, 
length 8 ins., outside cones 5 3-4 int., bored 

36 holes 10.50 

Requa-Gibson Propellors, laminated wood, perfect 
screw : 

6 ft., 6 I -2 lbs 50.00 

7 ft., 9 lbs 60.00 

8 ft.. 12 lbs , 70.00 

The 6 ft. propeller gives 200 lbs. thrust at 
1200 R. P.M. 
Model Propellors, laminated wood, 10 in. to 15 in. 

perfect screw 5.00 

Galvanized Steel Cable for " Guying" : 

I -32 in., 200 breaking strength, price per ft. .03 

1-16 in.. 500 breaking strength, price per ft. .03*2 
3-32 in.. 800 breaking strength, price per ft. .04 

1-8 in.. 2300 breaking strength, price per ft. .06 

Rubber Bands for models, 15 ft. lengths. I -8 in. 

square, each 1 .00 

Complete catalogue of supplies, 
motors, gliders, and light metal 
castings mailed free, upon request 

E. J. WILLIS CO., Dept. * 

8 Park Place 



July, ipio 

▼"t" ▼ "f • V 'F V 'I* H' 'I' V V 'I' *' '1' 'I' •!' 'F 'I* 'F *r V "F "V *I* 'I" *•" 'I* 'X' 4> 

Aeronautical Cloth 






Manufactured Especially for Aeroplanes 

Light, Strong 
Air -Tight and 
Moisture Proof 

Samples, Data and Prices on Request 

The C. E. Conover Co. | 

101 Franklin St., New York 



All diameters and 
gauges carried in stock 

Also Nickel Steel Tubing 
for Propeller Shafts 

130-132 Worth Street 



408 Commerce Street 

Importers of Piano 
Wire, specially up-set 
for use in Aeroplanes 

50-52 Exchange Street 


Dynamometer tests of aeronautic motors 
made for inventors, manufacturers and 

Any size — Any speed 
Reliable, conclusive and confidential 


Consulting Engineer 
116 West 39th St. :: New York 


1029 N. Illinois St. :: :: Indianapolis, Ind. 

Designer, Contractor, Operator 


Builder of the Balloon "Chicago"" the 
largest in the world; the " Indiana," 
which holds the endurance record of 
the U. S. 

For Sale — Four new spherical balloons, 
four new dirigible balloons, just finished. 
Will sell at reasonable prices. 

In answering advertisements please mention this magazine. 


July, igio 



of America 


















W. Morrell Sage 


Models Developed 

One to Fifty Passengers 

Contractor to the United States Government 


Ninety-five per cent, of the Clubs in this country 

Also Representing the Santos Dumont Aeroplane 

American Representative 

Carton & Lachambre 

Balloon and Airship Builders 
of Paris, France 

The Wilcox Propeller 

Address : Box 181 

Madison Square 

N. Y. 

In answering advertisements please mention this magazine. 




J We Name 






I Good Workmanship 


* .^ 



I stand on skids, run on skids, 


I get into the air on skids, 

I alight on skids, and are 

I ...SAFE... 

t on skids 



CThey are made by crafts- 
I men, trained to careful w^ork 

for many years on racing boats 
I Our men knovv why and how 






Jh answering advertisements please mention this magazine. 

Ask the Man Who SAW One 


July, TQI: 

♦ ♦♦<>'«>< 



QUR true pitch, laminated ash and mahogany 
^^ propellers combine all the most valued and 
proven features of foreign and home practice. 

THEY are built in large quantities on the inter- 
■ changeable plan. 

%ilf E specialize. You get the benefit of our ex- 
"'■ perience. 

WOU know the value of buying a stock article, one 
' which is past the experimental stage. 



6 ft. dia. for 20-30 H. P. $50.00 at our Works 

(Thrust 200 lbs. Oj) 1,200 R. P. M .) 

7 ft. dia. for 25-40 H. P. $60.00 at our Works 

(Thrust 250 lbs. @ 1,200 R. P. M.) 

8 ft. dia. for 30-60 H. P. $70.00 at our Works 

(Thrust 300 lbs. r« 1,200 R. P. M.) 



BULLETIN Our latest design "SPECIAL" 7-foot propeller 
^^~~' tested at the Curtiss Factory, Hammondsport, 
N. Y., fitted to an "ELBRIDGE" engine, gave a thrust of 337 lbs. 
with great economy of gasoline. 
This means increased aeroplane speed and range of action 

Small propellers for Models 10-16" dia., $5.00 

Mail or telegraph lO'O of amount and we will 

ship C.O.D. for balance, plus cratage. 

When ordering state the direction of rotation of 
propeller when you stand facing the breeze made by 
the propeller, clockwise or anticlockwise? 

If uncertain as to the size you require, state the 
horsepower of your engine and its speed. 

The Requa-Gibson Co. 

225 West 49th Street, 

Phone 7200 Col. 

- New York, N. Y. 

50th Street Subway Sta. 

Ih answering advertisements please menlinn this magazine. 





July, IQK 









Call Aviation Engine 

I U M 


Aviators, Attention! 


A Timely Word 
About Motjors 

What you want is A Real Aeronautic Motor, light and yet strong, simple, 
and above all reliable. A motor, moreover, that the average mechanic 
can understand and operate. 

What you do not want is a combination motor cycle, or modified auto- 
mobile, engine. Lightness in these is secured only by the sacrifice of strength 
and efficiency; yet either type is unduly heavy. We have tried both and we know. 
Before you invest, it will be worth your while to write us, and 
hear what we have to say. 

At an expense of several years experimenting, and 
many thousands of dollars outlay, we have at last per- 
fected a high grade, water cooled, four cycle, gasoline 
engine for aeronautic work. 
By special method of 
construction, upon which 
we are securing patents, 
these motors are much 
stronger than the ordinary 
makes, and 

at the same 
time very 
much lighter. 
The 45 
weighs 3 
pounds per 

and the 90 
only 2 i 
pounds per 
-about one- 
half the 
weight per 
of any other ade- 
quately water 
cooled engine. The 
weight as also the 
quality of each engine is 
These motors are not of freakish 
construction, either in the number 
of cylinders, or in any other respect. 
They are of the regular opposed type, similar to the famous 
Darracq aeronautic engine with which Santos Dumont's 
machines are equipped, conceded by gas engineers to be the 
smoothest running, and nearest vibrationless type. 

A scarcely less important feature is the fact that our motors are silenced (not 
muffled), which feature is secured without loss of power. They are in fact, the 
only silent motors yet devised for aeronautic work. The importance of this 
feature can not be overestimated; and in connection with their strength, lightness, 
and reliability, places these motors in a class by themselves. 

MODEL El: Two Cylinder, 45 Horsepower; Weight, 135 pounds. Price, $700. 
MODEL E-2: Four Cylinder, 90-Horsepower; Weight, 225 pounds. Price, $1,200. 

EXTRA— Bosch Magnetic Ignition: Model E-1, $50; Model E-2, $100. 
TERMS: 40 per cent, cash, with order. Balance Sight Draft against Bill of Lading. 

Write to US and let us send you Illustrations and description of these Wonderful Motors. 

P. S.— Send for particulars and price of our REVERSIBLE AERIAL PROPELLER. Something 
entirely new and absolutely indispensable. 



In answering advertisements please mention this magazine. 


July, igio 



Dirigible Balloons and High Speed Motor Boats 








^THE DELIGHTS of Cross- 
^i. Country Planing are fully expe- 
rienced when the Aeroplane is fitted 
with one of OUR ENGINES, as the 
aviator is relieved of any or all apjjre- 
hension as regards this y)ower ])lant. 


mounted "V" 
shape with a 
90° relation to 
each other. 
Weight, '21H 
lbs. comj)lcte. 


SO H.r., Four 
mounted ver- 
t i c a 11 y on a 
common crank 

Weifiht, ISO 
lbs. i-ompletc. 

COur motors express the ultimate achievement in engine construction, 
fulfilling a degree of perfection which leaves nothing to be added or 
desired in the way of improvement, and the construction is so thorough 
and sincere throughout that the reliability, which aviators demand, is 
guaranteed as far as is humanly i)ossible. :: :: :: :: 

Favored exclusively by the experimenter in the science 
of flight, as it insures to him the maximum of safety 


The only type machine not infringing the Wrights' Patents 

Easton Cordage Company, easton, pa. + 

Catalogue C will be sent upon request :: :: .*•• ♦ 


In answering advertisements please mention this magazine. 


July, igic 

M O B I L O I L 



on his record aeroplane flight from Albany to New York 

Kxoiel Hoicv 

Vacuim Oil Company, 
29 Broadway, 

Hew York City. 

Dear Sirs: 

I am pleased to report the success we 
have met with in the use of "Mobiloil" in 
luhricating the engines in our aeroplanes, 
and to say that it maintained its reputa- 
tion in ray Albany-lew York flight. 
M Very truly yours, 

Jw-.- .. 1910. ^^^^^^^^^J^Z^^^^ 



In answering advertisements please mention this magazine. 

Vol. VII 

AUGUST, 1910 

No. 2 


acts About "Elbridge'' Engines 

More actual power for weight than any other engines in the world ! 
Only engines with unlimited guarantee based on actual performance ! 

<3S bulk for the 
) ^er than any other 
i ines in the world ! 

Ei^er parts (Work- 
^or otherwise) than 
1 other engine in 
.< world ! 

laranteed speed 
^e 200 r. p. m. to 
!0 r. p. m. 

Extra large bearings, 
—more than 15 in. in 
4 cylinder engines. 

A refinement of detail 
only possible in a light 
weight engine that 
has actually been on 
the market more than 
four •<="^rs. 


Elbridge rating, 40 h. p. A. L. A. M. rating 60 h. p. Weight 167 lbs. 

Also made in 2 cyl. 20 h. p. ; 3 cyl. 30 h. p.; 6 cyl. 60 h. p. 

Air-cooled engines, 1 to 4 cyl. 5-20 h. p. at 1 ,000. 

Particulars and prices on request __ 


)Culver Road :: :: :: :: :: :: Rochester, N. Y. 

AERONAUTICS August, igio 

t * 

± * 








J *'That engine will fly any properly built plane '* 

|| — Capt. Thomas Baldwin 

% ''I made a 25 mile flight (at Mineola) yesterday (July 12), the 
"f engine not missing once " — George Russell 


I The HF Flying Power Plant 

$ Four cylinder, vertical, four cycle, water cooled engine, 30 H. P. and 

I 50 H. P. ; 100 H. P., 6 cylinder 


* 1. Engine. 

* 2. Oiling System, force feed. 

J 3. Oil Tank, aluminum, integral with crank case. 

t 4. Carbureter (aluminum), aviation type. 

t 5. Water, circulating pump. 

J 6. Radiator, special HF aviation type. 

% 7. Magneto, Bosch type or Eiseman Automatic advance. 

+ 8. Copper Gasolene Tank. 

* 9. Propeller, laminated mahogany. 
% 10. Steel hub and thrust bearing. 


* 11, All necessary wiring; piping for gasolene, w^ater and oil. 


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I Price, 30 H. P. Power Plant, $1250.00 

I 50 " " " 1675.00 

|| The customer has no further expense except gasolene and oil 



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AERONAUTICS August, row 

Set ^eacii/ to S^ii/ 

/^NE thousand satisfied clients testify that the service, the stock, the pains- 
^-^ taking attention of the 


is invaluable to builder, novice, owner or aviator. 

C In response to a persistent demand we have inaugurated a new department. 
We will build complete machines in our own shops to your specifications. Full 
size or models with or without our special advisory service. 

=^ FACTS = 

C, The Aeronautic Supply Company, organized last year, is the first concern 

of the kind in all America. 

C Our catalog is now running in the third edition. Bulletin numbi'r three 

very complete and especially valuable, now off the press. 

C If you are not already in correspondence with us, write now. We help. 

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SHOP: 3923 Olive Street, St. Louis, Mo. Long distance telephone connection 

First in all America 

== Glenn Curliss Flies from Albany =^= 

In a Bi-plane Equipped with tO NeW YOrll City 

Hammondspott, N. Y., June 4, 1010 
Akron, Ohio 
Gentlemen: — I have your letter of June 1st and thank you for your complimentary 

The Palmer Tires, with which I equip all of my aeroplanes give the best of satis- 
faction for the purpose. The light weight does not greatly impede the lifting power! 
of the machine and the great resiliency enables me to land without shock on the 
hardest groundt and to pick up speed quickly in starting'^. I am glad to credit a part 
of the success of my aeroplane to the Palmer tire. 

Yours very truly, (Signed) G. H. Curtiss. 

* "Curtiss-jerked a lever. The machine ghileii I" "Cahn and cool, as unruffled as if stepping 
along the ground for perhaps fifty yards, and out of a street car. Curtiss, as he landed, called 
then rose steadily, gracefully in tlie air. ' — The out. 'where's that oil and gasoline? —The Out- 
Outlook, June 25. look, June 25. 

t "There was a sudden whir of the engine, a 
dash, across the field, and then like a huge bird 
Curtiss. in his aeroplane, rose gracefully in the 
air. circling about so as to come within the limits 
of Albany.''— r/ie Outlook, June 25. 

The Palmer Aeroplane Tire 

Manufactured by 

The B. F. Goodrich Company - - - - Akron, Ohio 

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August, igio 



QUR true pitch, laminated ash and mahogany 
^^ propellers combine all the most valued and 
proven features of foreign and home practice. 

THEY are built in large quantities on the inter 
' changeable plan. 

1A#E specialize. You get the benefit of our ex- 
•■ perience. 

WO^ know the value of buying a stock article, one 
' which is past the experimental stage. 



6 ft. dia. for 20-30 H. P. $50.00 at our Works 

(Thrust 200 lbs. (^\ 1,200 R. P. M .) 

7 ft. dia. for 25-40 H. P. $60.00 at our Works 

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(Thrust 300 lbs. (" 1,200 R. P. M.) 




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THb: REQUA-GIBSOM COMPANY, No. 225 West 49tli St., New York. 

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to same. 

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that 1 will do so. Very truly yours, 


Small propellers for Models 10-16" dia., $5.00 

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Elbridge Special Feather-weight, 2-Cycle Aero Motors 

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steel, drilled 36 holes, well-nickeled, . . . 4.00 

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length 8 ins., outside cones 5 3-4 ins., bored 
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Requa-Gibson Propellers, laminated wood, perfect 
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August, TQio 

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Samples, Data and Prices on Request 

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diameters and 
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A IR currents and the effect of moving 
L.\ bodies in the air have been a source 
of baffling mystery to even some of 
le most scientific minds, and how true this 
, may be determined by a few interesting 
x'periments, easily made by anyone without 

Most everyone has seen the so-called ball 
ozzle in which a stream of water moving 

ith considerable force is caused to form a 
dIIow cone by means of a loosely mounted 
- free ball directly in the path of the water. 

matter what force the stream of water has 
cannot dislodge the ball. This is purely 

1 air current phenomenon and may be con- 
dered a physical paradox. 

i;: »»»» i »;»»»;t»»»»»»»»»»»t»»»:in i i ii t 

::: Paradoxcs of The 

ii: Air " By C. W. Howell, Jr. 

** ■«■■»■■»-»- •• Director, The AcriinauticalSociefu 

m»»»»»»n»»n»»»»n»»»n»:»» mtmm:i 

If we take an ordinary lightweight visiting 
card and stick a pin through the exact center 
of it (which may be determined by drawing 
lines diagonally from each corner) as shown 
in Fig. I and then place the pointed end of 
the pin into the hole of a thread spool, allow- 
ing the card to rest upon the head of the 
soool, and then blow throueh the other end. 

The miniature whirlwinds one often sees 
the street and roads are true air cones 
cause they develop force enough at their 
ex sufficient to pick up dust, small sticks, 
while at their frustrum for a considerable 
ace about their axes there is little or no 
roe except that caused by atmospheric pres- 
ire supplying the losses caused by friction of 
|j inner wall of the air cones. 

it will be found impossible to blow the card 
away from the spool, in fact, the harder one 
blows the more impossible it is to dislodge the 
card. Even though one blows and then points 
the whole apparatus toward the ground, allow- 
ing gravity to assist, the card cannot be dis- 

If now we take a card about 2^4 in. square 
(Fig. 2) and find the center by means of the 



August, igio 

diagonal lines and then strike a circle about 
the center, having a diameter twice that of 
the hole in the spool and then cut along the 
diagonal lines from the circle to the corners 
and then bend the four corners BBBB upward 
at the dotted lines CCCC a pin-wheel or air 
vane will be formed which, when inserted in 
the spool in the same manner as the previous 
card experiment, will rotate with great rapidity 
as long as one blows through the hole in the 
spool. Care must be taken to only bend the 
corners BBBB upward and the pin must be 
inserted as shown in Fig. 3. If the corners 
DDDD are bent downwardly or if the pin is 
inserted any other way the experiment fails 
owing to there being an air space between the 
card and the spool. 

Another interesting but not so easily per- 
formed experiment is to place a lightweight 
visiting card lengthwise on the under side of 
one's fingers when extended and held closely 
together, holding it against the fingers lightly 
with the other hand. Now blow on the back 
of the fingers between the second and third 
and midway between the joint and knuckle — 
the other hand may then be removed and the 
card will adhere to the fingers as long as you 

4* 4* 

I A New Control I 
♦ * 

THE method of aeroplane control illus- 
trated has been designed by James S. 
Stephens, 7321 Bond Ave., Chicago. 
The upper plane or deck of a biplane is 
made to project at each end beyond the lower. 
This in itself is claimed to add to the sta- 
bility of the machine "by presenting a mare 
efficient lifting surface to the air on the side 
tending to dip, and at the same time com- 
pensating for the deficient lifting power of the 
upper plane due to the resistance and disturb- 
ance of the air currents by the lower plane." 

blow. It takes a little practice to accomplish 
this, but it is worth the trouble. 

The most interesting of all is the experiment 
performed with a funnel and candle. If a 
lighted candle is held so that the flame is posi- 
tioned at about the center of the large end of 
the funnel as shown in Fig. 4, not only is it 
impossible to put the flame out when one blows 
through the small end of the funnel, but the 
flame will be dran'ii info the fuuiiel toward 
the mouth, and no heat efifect will be felt at all. 

Now hold the candle and flame in the rela- 
tive position shown in Fig. 5 and the flame 
can be readily extinguished by blowing through 
the small end of the funnel. 

To my mind this experiment clearly illus- 
trates the theory of vortex rings or more 
truly vortex currents or better yet cone cur- 
rents, and I firmly believe that exploration 
in this field will bring forth new ideas and 
new principles will be discovered that will lead 
to the perfection of air devices in general and 
the propeller in particular, because I do not 
think that the real efifect of moving structures 
in or through the air is understood in spite 
of the fact that flying machines are no longer 
a novelty, and I hope that a general discus- 
sion will arise through the presentation of the 
experiments outlined here. 

of this arm up or down will rotate the shafts, 
A, tilting one of the circular planes and the 
other down, giving a lifting effect on one side 
and depression on the other, the rocking of the 
arm G being a natural movement in oppo- 
sition to the tilt of the machine. 

In the adjustment of angles of these in- 
clined shafts, they may be made to incline 


//////// / y 

An inclined shaft A is journaled in ball 
bearings on the ends of each plane; midway 
between the planes on this shaft a circular 
plane B is attached and supported in a nor- 
mally horizontal position by suitable wire guys. 
An arm, C, projecting at a right angle from 
the lower end of each shaft, has a flexible 
wire connection, D, from one to the other 
on one side, while the connection on the other 
side, E, passes up through pulleys, F, to a 
rocking arm, G. Any movements of the ends 


rearward or forward to such an extent as t( 
present dihedral angles to the main plane; 
when turned on their axes, thus giving a more 
positive lifting effect opposed to end tilting, 

These planes are of circular form and ii 
section as shown at I^ this form and_ sectioi 
presenting a sharp edge to the air as it meet: 
and leaves the surface and at the same tim< 
providing a concave surface on either side, thu; 
greatly adding to their efficiency. 



August, TQio 

I Can a Man Fly 
I With Wings? 

By- H. La V. Twining 

[Continued front the July Xunthrr] 

»»n»»»»»»»» i » i »»»»»»m»»»» m»im8 

Some experiments performed by myself in 
1895 have a bearing upon this. If a silk 
cloth be hung up and a turkey wing be spread 
open, it can be vibrated in various positions 
in front of the cloth, and the action of the 
wing on the air can be easily demonstrated. 

If this be done the following results are 
obtained : When the front edge of the ex- 
tended wing is presented to the cloth, and the 
wing is vibrated in imitation of the flapping 
wing, the cloth is sucked in all along the front 
of the wing. This shows that the air is 
moving bodily from the front toward the 
wing. If the rear edge of the wing be pre- 
sented, the air is sucked in along the rear edge. 
If the top of the wing be presented, and be 
vibrated to and fro toward it and away from 
it, the cloth is again sucked toward the wing. 
In fact, it clings to the wing as though it were 
glued there. If the bottom of the wing be pre- 
sented the same thing takes place. This shows 
that when the wing is struck toward the cloth, 
the cloth is not driven away, but, on the 
contrary, it rushes to meet it. 

If now the rear tip of the wing be pre- 
sented, the cloth will be blown violently to 
the rear, downward and rearward. This sim- 
ple experiment reveals at once how the wing 
is acting on the air. 

As the wing beats, the air rushes in toward 
it from all directions except one, and here it 
is blown violently away. From this we are 
entitled to draw certain conclusions. The 
wing in beating creates an area of low pres- 
sure, and the air rushes in from all points 
toward this area, except the point where it 
is blown away. Now the more air the wing 
displaces the stronger the air rushes in. 

When we remember that the air produces 
a pressure of 15 lbs. to the square inch, we 
can see the enormous possibilities here. 
Pressure on the wing is produced then in 
proportion to the displacement of the air. 
If the air were all displaced, then the incommg 
air would press against the wing with a force 
of 15 times 144 or 2,160 lbs. per sq. ft. This 
pressure, of course, can not be realized in 
practice, but the possibility for enormous reac- 
tions lie here. The pressure of the incoming 
air is all utilized in giving lift on the under 
side of the wing. When the wing strikes 
down it meets air coming toward it. When it 
strikes up, the upper surface meets the same 
condition. Here is the rock upon which all 
ornithopters built up to the present time have 
split. The up stroke throws them to the 

ground with as much force as the down stroke 
throws them up. 

Evidently this is not the case with the flying 
birds, because they fly, and if their up stroke 
threw them down, this could not happen. 

What then is the peculiar structure of the 
bird machine that prevents this? Aluch specu- 
lation has been indulged in as to the feathers 
opening on the up stroke to let the air through. 

Just a little intelligent observation of an ex- 
tended wing will show how utterly fallacious 
this assumption is. The feathers overlap so 
that they shingle on top from the part near 
the body to the tip. On the under side they 
shingle the other way. In either case, as the 
air strikes the surface, the feathers bind to- 
gether and present a solid surface to the air. 
The direction in which they shingle cannot 
make any difference in this respect. If we 
take up the wing and blow violently on top 
of it, holding the hand on the other side, no 
air will be felt coming through. If we blow 
against the under side the same result is ob- 
tained. Some have argued that the bird turns 
the feathers edgewise by means of muscles 
in the wing, but I have dissected many wings, 
and have looked in vain for any such muscles. 
If we get hold of the tendons of the muscles 
and pull them, we can see what they will 
do. There are no muscles singly or in sets 
that perform any such function that I can dis- 

Furthermore, if one observes large birds, 
such as the pelicans, turkey buzzards, sea gulls, 
etc., as they go overhead, one would be able 
to see the blue sky through them if they 
turned on edge. 

In soaring, the turkey buzzard spreads out 
its feathers at the tip of the wing more or 
less like the spreading out of the fingers, 
but this is a disadvantage, rather than an ad- 
vantage as it lets air through from below. 

Then again, birds in flying throw the wing 
open strongly on striking down with it, and 
fold the outer joint considerably upon the 
up stroke. This accomplishes just the opposite 
result from what those who advance the above 
theory are looking for. It closes the feathers 
together in a tighter mass than on the down 
stroke. It, of course, presents less surface 
to the air on the up stroke, but it serves a 
very important purpose as we shall soon see. 

The reason why the up stroke of the wing 
does not throw the bird down lies in the 
peculiar structure of the machine as a whole. 

The fact that the front edge of the wing 
is attached to the shoulder, forward and above 
the center of gravity is a fundamental princi- 
ple in bird flight. Under these conditions the 
up stroke develops a pressure on the upper 
surface of the wing, which rotates the whole 
machine around the front edge of the wing as 
an axis or fulcrum, and thrusts the bird for- 
ward, in the plane of the wing. If the wing 
is pitched upward, then the resultant rnotion 
is forward and upward. If the wing is pitched 
downward, then it will be thrust forward and 
downward. Whether the wing be pitched up- 
ward or downward depends on the will of the 



August, 19 10 

bird. By raising its abdomen or lowering it, 
it can go up or down as it chooses. When it 
wishes to fly down, it contracts a set of mus- 
cles that raises the abdomen relative to the 
plane of the wings. This raising of the cen- 
ter of gravity also brings it farther to the 
front, and as a consequence, the bird pitches 
forward. If it desires to go upward, it lowers 
the rear of the body, thus depressing the cen- 
ter of gravity and drawing it backward. This 
displacement of the center of gravity with 
Inference to the center of pressure controls 
the fore and aft stability of the bird. The 
fact that this center of gravity is below and 
to the rear of the front edge of the wing is of 
vital importance in the maintaining of fore 
and aft stability. The tail is also used in 
maintaining fore and aft stability. 

The center of gravity acting downward ver- 
tically is pitted against the center of pressure 
on the wings acting upward. The center of 
gravity acts over a lever arm with the front 
edge of the wing as a fulcrum, the feathers 
being the lever arm over which the center 
of pressure acts. These two lever arms are 
practically equal, and the weight and center 
of pressure take no mechanical advantage of 
each other. 

Because of this the body of the bird ro- 
tates downward when the wing is struck up. 
and upward when the wing is struck down, 
thus alternately rotating upward and down- 
ward, around the front edge of the wing, 
wedging itself through the air, always moving 
along the line of least resistance, which is in 
the plane of the wing, forward. This can be 
easily seen in large birds like the pelican and 
the sea gull. As the pelican rises from the 
wafer, if one says up, up, etc., as the wing goes 
up, at the same time watching the abdomen, 
one can see plainly that the abdomen goes 
down. If on the other hand one says down, 
down, etc., as the wing beats down, one can 
easily see that the abdomen rises. Further- 
more, by watching the head, one can see that 
it goes down while the abdomen goes up and 
vice versa. 

This can be seen in the pigeon as it is about 
to alight. When the sea gull is coming direct- 
ly toward one, the motion of the head, as it 
bobs up and down, can be easily seen. E. J. 
Marey demonstrated the same thing with his 
tambours, but he misinterpreted the curves 
which he obtained. He interpreted his curve 
to mean that the bird was driven backward 
on the up stroke. Such a result would be 
impossible. A careful perusal of his book, 
and an inspection of his curve will show that 
instead of being driven backward, what hap- 
pened was this : the abdomen was rotated 
downward, on the up stroke, thus giving the 
tambour between the shoulders of the bird 
a backward movement. This registered a 
backward movement but it was not a backward 
movement of the bird, but a backward move- 
ment of the tambour, which was located above 
and on a line with the front edge of the wing. 

The inertia of the weight caused it to press 
on the drum of the tambour, thus recording 

a curve on the kymograph, which he inter- 
preted erroneously. 

The up stroke of the wing thus becomes 
exceedingly effective, and it results largely in 
driving the bird forward, while the down 
stroke develops the lift principally. We can 
now account for the weakness of the elevator 
muscle. When the up stroke is made the 
bird rotates downward, presenting the under 
surface of the wing at a greater angle of 
incidence. The inrushing air striking the un- 
der side of the wing reacts upon it and the 
big pectoral muscle has to take up the strain. 

Thus the elevator merely thrusts the mass 
of the bird forward, while the pectoral muscle 
has to assume the bulk of the work that results 
from that thrust. The folding of the wing 
on the up stroke also helps to produce this 
rotation by giving the feathers at the tip 
greater leverage. 

Inertia plays a most important part, not 
only in the flight of birds but also in the 
flight of aeroplanes of all kinds. When a 
stone is thrown through the air, it does not 
rest on the air, it pursues a path which is the 
resultant of two forces acting on it. 
One of these is gravity pulling it downward, 
and the other is the momentum of the stone 
itself, which tends to keep it in a straight line. 
The resultant curve is a parabola. The saiue 
thing happens to any projectile whether it be 
an aeroplane, a bird or a stone. So by virtue 
of its motion, the bird only needs to strike the 
air often enough to keep up its motion or to 
lift it back through the distance fallen through 
in the interval of time between strokes. 

Furthermore, inertia, whatever its nature, 
acts like a resistance. If a body be moving 
in a straight line it resists any tendency that 
tries to deflect it from a straight line. It takes 
an appreciable amount of time to overcome 
that resistance. Hence, if the moving mass be 
constantly kept in a straight line by reactions 
against the air, its inertia prevents it from 
developing the result of the pull of gravity, and 
b.ence it had practically lost its weight. Con- 
sequently the reactions necessary in keeping it 
in a straight line are those necessary to handle 
its mass only and not its weight. 

Finally a man-carrying machine can be built 
weighing not more than 80 lbs., which with the 
weight of the aviator, 140 lbs., makes in all 
220 ll)s. The question is, has man power 
enough to get 220 lbs. into the air and main- 
tain it there? At first sight the answer to this 
question seems obvious enough, and the answer 
is, no. 

But if we consider that a soldier can put 
75 or 80 lbs. on his back and march all day 
with it, we see that a man has power enough 
to handle his weight and the weight of a ma- 
chine as well. 

Again a man weighing 200 to 220 lbs. can 
handle his weight, altheugh possessing no more 
Dower that a lighter and more sinewy man. 
In order to accomplish this a man must bring 
his whole muscular system into play, in oper- 
ating the wings ; and this must be done also 
to the best mechanical advantage possible. 



This has been done in the ornithopter men- 
oned above. Hand and foot levers have a 
lechanical advantage of 4 to i in their attach- 
lent to the front edge of the wing. The 
perator stands on the foot levers and grasps 
le hand levers. These i\NO sets of levers at- 
,ch to the front edge of the wing on opposing 
des of the main bearing of the wing upon 
le frame, so that the weight of the operator 
thus thrown alternately upon the levers 
the up and down stroke, the weight being in 
ict constantly supported by the opposing pulls 
: the hands and feet, around the bearing 
[ the wing upon the frame. The weight to 
lifted is 220 lbs. This is then to be lifted 
/ striking the air with the wings in an up 
id down stroke, so that only a iio-lb. reac- 
on needs to be developed under each wing in 
-der to lift the machine as a dead lift. The 
^plication of a 30-lb. pull between the hands 
id feet brings a 120-lb. pull to bear on the 
ing in order to depress it. This is 10 lbs. 
ore than necessary in order to balance a 
o-lb. reaction under the wing necessary to 
ft the machine. Under these circumstances 
cperience has shown that the wing can be 
■iven fast enough to develop this reaction. 
1 fact the wings on the above machine will 
Dt have to make more than 60 half beats per 
inute in order to develop this reaction. With 
le wings made a trifle larger, tlie speed can be 
;ry materially reduced. Experiment has al- 
>ady demonstrated that the pressures can be 
anually developed and that with a 30-lb. pull 
1 each side or 60 lbs. in all. 

* ! ■ » j i jy ■ ] ■ ■ ! ■ > | < > 2 < ■ j < ■ ] » ■ ! ■ t | * ■ ! ■ » ! • t ja »|» a | » ^ « » | t > ! ■ > ! • * ^ « »^< (^« a t^ ^ * 2 * * I * * ^ * 

: The World's Record | 

: cylltitude Flight | 


August, igio 

It must be recognized that this pull is the 
maximum pull necessary to get the machine off 
the ground. After getting on the wing no 
such pull will have to be maintained. The 
only remaining thing to be determined is as to 
whether the wing is a very efficient trans- 
former of motion or a very inefficient one. If 
it be very inefficient then man cannot hope to 
fly by manual power, but if it be a very efficient 
one then in my judgment men will fly by the 
exercise of their muscles as a bird does. 

The wing when operated displaces the air 
as before shown, and in so doing creates air 
currents toward it, and these air currents pro- 
duce a pressure upon the wing in proportion 
to the mass of the air displaced, hence there 
is practically no slip; because the greater the 
stream of air driven to the rear, the greater 
the pressure returned to the wing by the in- 
coming air. On this account all the energy ex- 
pended on the air comes back again in the 
shape of pressures which drive the machine 
forward and give it lift. There are frictional 
losses of course. 

In this paper some of the principles only 
are considered. There are others that we 
can hope to attack with some intelligence only 
upon the completion of experiments now in 
progress. Experiments only can furnish the 
data upon which to base the calculations. 

The ornithopter above described is fully 
protected by pending patents. 

( Concluded) 

I Humidity and 
I :: :: Flight :: :: 

By W. R. Brookins 

By Dr. A. F. Zahm^i{.^4.^i{i4.4.4t.{>.{.<{<4«i{i4i4>4««{< 4.4.4i4i4.iJ»«i>4««|»4"4««H«4»'H'4'4'*+4**'l"H"fr"l"H*"*' 

X iircpariiiK for t!io high tliglits ;i1 .\thmtic 

City I had put on a sweater and hi-avy uhives 

and was sweating to beat the band when I 

started. After passing the three thousand' foot 

lark I began to get much cooler. Over the land 

would be a little bit warmer than over the sea. 
nd at six thousand feet I actually shivered, 
eginning at three thousand feet I had to fre- 
ui'uily yawn to reduce the air pressure from 
ithin on the ear drums. Over the ocean I could 
■(■ absolutely nothing below me but mist, al- 
iinigh on the ground the atmosphere seemed per- 
■etly clear. The sky above was perfectly clear 
lad the sun was just setting, but I had to circle 
Ivor the land to get my bearings. Down on earth 
Ue sun had already set. I had to follow the "feel" 
f the machine to determine whether I was climb- 
jig. At that height one cannot tell whether he is 
teering down or up except by the "feel." 

I had to fly over a certain spot, a boat anchored 
ut in the sea beyond one of the iJiers. in order 
tiat the engineers might follow me for their meas- 
rements. .Tust as I was crossing the line of the 
each, coming in shore. I heard the engine miss 
wice and I immediately turned for the stake 
oat, in order to let the engineers catch me. and 
Jveled the machine so as to allow some of the 
asoline to run forward and down the pipe to the 
ngine. This kri)t me going lieyoud the t)oat when 
he engine went dead aud I turned and circled 
own. ' From a thousand feet high I had to figure 
ow to reach the landing between the piers on 
he beach. 

■■H iniiiilitu liiis II ijniit (tent In du irith the SiiC- 
rr.s'.v <if u jj'Klht. If the perceiiliitje of iiinisliire in 
the (it'in(jxi)h'ere is loiv. it is uiuch more (Jiffiviilt to 
nil The engine yives less power, the [jropeUer 
(Jives less thrust and the surfaces have less liftmo 
effect." — Statement credited to Glenn H. Curtiss. 

IF IT be admitted that the engine gives less 
power, it naturally follows that the propeller 
gives less thrust, and the surfaces have less 
lift than they would have with larger power. But 
it would be wrong to assume that the propeller 
gives materially less thrust at the same speed in 
dry air than it does in moist, or that the lifting 
surfaces, at the same speed and inclination, give 
less support in dry air than in moist. On the 
contrary, at a given pressure and temperature the 
density of dry air is slightly greater than the 
density of moist air : it may be as much as 1 per 
cent greater. Now, for a given speed and angle 
of impact, the thrust or support varies directly 
with the density. Hence, at most it could vary 
but 1 per cent due to moisture, all other condi- 
tions being the same. 

Reference should also be made to "Flying and 
Humidity." by Charles F. Willard. in the June, 
1910, number. 





^/ * 


Af ™ 

August, iQio 

Flying Meets in 



Height Records Broken 

Indianapolis, June 12-18. 

I'.V 1;. K. SCOTT. 

The Exhibition Department of the Wright Broth- 
m-M Company made its initial bow to the general 
l)iil)lic at the Indianapolis Motor Speedway during 
the weeli of June i:M8. Several important points 
were demonstrated at this meet ; points of interest 
to promoters as well as to aviators. 

So far as the flying itself was concerned:, the 
meet proved pretty conclusively that the Wright 
aeroplane is a very steady and dependable ma- 
chine. There were about sixty flights during the 
six days of the exhiliition. and there was no sug- 
srestion of an accident. 

In the tranquility of the performances — the in- 
variably successful starts, and quiet, uneventful 
landings — lay the chief beauty, from the writer's 
standiioint of the meet. 

But in just that same tranquility lay its chief 
ihawback from the standpoint of the box-office. 
I'eace and quiet are all very well in their way, 
but after a man has loafed around a railroad' sta- 
tion thirty-eight minutes waiting for transporta- 
tion to the field, has quietly sat on a plank up- 
h!)lst('red blcarlier divan at a temperature of 120 
Kahr. for tluci' lioms waiting for something to hap- 
pen, and with equal peace of mind finally watched 
— at a distance of half a mile or more — these 
ureat white liirds rise gently into the air and sail 
Ijlacidly around the track until fancy moved them 
to descend, that man is apt to lean toward some- 
thing more stirring than the prospect of quietly 
walking two or three miles along a country road 
to where he can find a suburban trolley to take 
him back to town. 

Walter Brookins furnished the incidents of most 
spectacular interest during the week. The first 
clay, after several races against himself around 
an unmeasured course, Brookins made an attempt 
at an altitude record. His altitude was taken by 
A. B. Lambert, of St. Louis, with a combination 
of yard-stick and two pin-points an inch apart. 
.\ttached to the aeroplane was also an instrument 
for recording altitude. This was hung between 
the planes on, a strap, but is said to have been 
put out of commission by striking guy wires as 
it swung about. 


Brookins climbed' for twenty-four minutes, at 
which time Mr. Lambert announced the altitude 
of the machine as 4,884 ft., as against Paulhan's 
Los Angeles record of 4,165 ft. The descent lasted 
about six minutes. 

Brookins, in an earlier attempt, had ascended 
2,093 ft. It was the greatest altitude attained by 
a novice and the greatest ever made in an Amer- 
ican-constructed aeroplane. 

Brookin's flights were a revelation. lie cut 
sliarj) circles, mounted quickly as a bird, shot to 
the ground, swooped and dived, liringing out en- 
thusiastic applause. 

Twice during the day Orville Wright flew, on 
one occasion taking up Carl G. Fisher, of the 
I'rest-O-Lite Co. 

IP 2,083 FEET. 

The altitude record was again assaulted on 
Tuesday, .Tune 14. Brookins climbed for 12 min- 
utes. The engineiM's who took the altitude by 
triangulation. figured his altitude at 2,083 ft., 
and these figures were corroborated by the record- 
ing instrument which on this occasion was prop- 
erlv fastened. The descent lasted six minutes. 

Center — Brookins (left) and Hoxsie 
Bottom — Orville and Wilbur Wright 



August, igio 

Many States 


Sensational Flying % 


A featiu'L' of the second day was a "contest" 
lift ween a Wright aeroplane and an Overland 
40 h. p. automobile risked as a "wind wagon." 
A stock car was stripped and driven by a wooden 
propeller 8 ft. long, at 750 r. p. m. Official figures 
arc lacking but the Overland companv states that 
5 miles were made in 5:20 (5;i miles an hour), 
while a figure gleaned from another source gives 
the time at 4:58 for 'IVo, miles. The car weighed 
1.800 pounds. The drive shaft was not connected 
with the differential. The propeller was driven by 
a chain from a driving sprocket having 17 teeth 
attached to the shaft, the chain running over an 
overhead shaft with a sprocket of .'U teeth. 

Johnstone made his long>^st iiight, 55 minutes, 
on this day. going up to 920 ft. altitude. 

Orville Wright flew again on the 15th making 
beautiful maneouvres in the dusk, after the pro- 
gram had been delayed by rain. 


Perhaps the most sensational event of a thrilling 
week was Brookins' quick turn on June 16. Ho 
made a complete circle in 6 2/5 seconds, and his 
main i)lanes assumed so nearly a vertical position 
that many thou-jht he was falling. Only one of 
the many photographers on the field had enough 
presence of mind to snap a camera at him. This 
one picture was caught when the machine had 
begun to take its normal position, but the angle 
with the ground is still a very sharp one. This 
is reproduced in this issue. 

3,876 FEET HIGH. 

Arch Hoxsie's motor stopped while Ralph John- 
stone was making a 44-minute flight and ho had 
to land outside the Speedway. Then Brookins 
went up for anothiT altitude flight and after climb- 
ing 45 minutes, reached an altitude of .3,876 ft., 
officially measured liy city surveyors. The flight 
lasting 54 minutes 20 seconds. The barometer 
carried on the machine registered but .".700 ft. 


Again on Friday. June 17, Brookins made 
another try for the record. He carried two in- 
struments — a barometer within plain sight and 
the recording instrument — and his altitude also 
was taken by reputable engineers. Brookins 
climbed steadily for 55 minutes, and his barome- 
ter showed liim: to be about a mile high. The 
engineers had no opportunity to catch him at 
his greatest height because he was then so far 
from the earth that he could not exactly locate 
the Speedway and consequently sailed, still climb- 
ing, twice across the course out of range. The 
duration of the flight was 1 :04 :00. 

-Vs if the climb in itself wore not suflicientlv 
sensational, Brookins" motor stooped at an esti- 
mated height of .3.000 ft. He then was perhaps 
four miles from the center of the Speedway, and 
the spectators, not realizing that the engine was 
no longer running, wondered whv he was making 
the long descent in almost a straight line. The 
aer(.i)lane just made one long streak'for the eai'th, 
and landed beyond a clump of trees at some dis- 
t:nice from the track. There was a rush of ex- 
liii'd newspaper correspondents and spectators 
tnwnrds the automobiles, but it was stopped when 
sdiiic one with a field glass announced that the 
landing was safely accomplished. The altitude wa^ 
'illicially measured as .XiiuILJt-. a "cw world's 
record. During this flightjHTin stone and Hoxsie 
each were flving. 


Brookins Turns Complete Circle in 6 2-5 seconds 


August, 19 10 

Numerous good flightf? were made during the 
week by Hoxsey. Johnstone, La Chappdle and 
Cotfyn, but they were uneventful because of the 
lack of competitive features. A number of races 
were scheduled but none were actually attempted. 
Ten flights with passengers were made. 

To Captain G. L. Bumbaugh belongs the credit 
of making the flrst flight on the Indianapolis 
Speedway. On Friday, preceeding the opening 
of the big meet, and while the Wright forces 
were engaged In assembling their machines, the en- 
gine for Captain, G. L. Bumbaugh"s machine was 
delivered on the grounds. Carl A. G. Fisher, 
owner of the machine, offered to wager Roy Knab- 
enshue, of the Wright Co.. that Captain Bumbaugh 
would be in the air before any of the other 
■planes were ready. The wager was accepted and 
both sides hustled to get their machines in readi- 
ness. Captain Bumbaugh's engine, an Elbridge 
"Featherweight" 40-CU h. p., was hastily installed 
and the aeroplane brought out of the tent. At 
the flrst attempt Captain Bumbaugh's machine 
rose from the ground, after a run of about 100 
yards. But the Captain underestimaied his power 
"reserve and the machine shot into the air about 
.30 ft. before he thought to reverse the elevating 
plane. When this was done his descent was as 
rapid as his rise had been. Skimming the ground 
Captain Bumbaugh again rose and' on this attempt 
flew for about half a mile before the tricky eleva- 
tor plane again lirought him to the earth. 

Such repairs as were made necessary by this 
rapid desctjnt were completed by Monday, the flrst 
day of the meet, and early in the evening Captain 
Buml)augh prepared for another try. This time he 
was over cautious in the other direction. Realiz- 
ing tliat the povverf\il engine might drive him into 
the air faster than he cared to go, he deflected 
the elevator planes befor the start. The machine 
got away with a rush. A slight obstruction was 
'on<-ounte'red. just enough to jolt th(> machine clear 
(if the ground ; with the deflected plane in front 
and the thrust of 511 h. p. l)ehind. the aeroplane 
keeled over onto its head, burying the aviator in 
the ruins. The engine continued running, the pro- 
pellor threshing the guy wires, until Captain Bum- 
baugh recovered sufficient presence of mind to 
kick loose his ground wire. To the immense relief 
of the spectators Captain Bumbaugh a minute 
biter rose to his feet and waved a reassuring hand. 
The damages to aviator and machine looked serious 
but fortunately were of fueh nature as to be, easily 

Several short flights were attemi)ted during the 
weeks l)y .7. W. Curzon, but his big Vivinus motor 
did not' deliver power enough to offset its own 
weight and carry the machine into the air. Mr. 
Curzon announced his intention of replacing it 
with an Elbridge "Featherweight." 

Lincoln Beachey had his monoplane, and there 
was the Marquette and the Shaw biplanes but 
none of these flew. 


The accumulated duration of the flights made 
during the Indianapolis meet total as follows : 

W. R. Brookins 7 hr. .")'.l min. 

Ralph .Johnstone 1 hr. .51 min, 

A. L. Welch 1 hr. 25 min. 

Arch Hoxsey 1 hr. OVj min. 

F. T. Coffyn 20 min. 

D. La Chappelle 1 M; min. 

Longest duration single flight : 

W. R. Brookins 1 hr. 4 min. 

High altitude flights : 

W. R. Brookins, .June 1." (world's 

record) -1,:!S4 ft. 

W. K. Brookins. .lime i:". 2.00:! ft. 

W. R. Brookins. .Tune 14 2.08."] ft. 

W. R. Brookins. .June 10 :'.,870 ft. 

W. R. Brookins, .June 17 (world's 

record^ 4,0.".0 ft. 

Ralph .Jolmstone, .Tune 14 020 ft. 

Flights of which official record 
was taken 55 

Atlantic City, N. J,, July 4. 


The series of exhibition flights organized by the 
Atlantic City Aero Cluli, composed of the hotel 
and business men of the town, costing .$25,000, 
was a great A sjction of the beach wis 
si>t apart for the use of the aeroplanes, and every- 
thing was free to the public. The flights were 
sanctioned by the National Council, represented by 
Augustus Post and Henry M. Neely. 

On July 4 Curtlss made his flrst flight on the 
beach between two piers in a stiff breeze. The 
enormous crowd made flying dangerous. 

The next day Curtiss made three flights, the 
longest being 8 minutes. This was made over 
the long piers, up and down the beach at a height 
of about 2(>0 ft. and out over the sea. 

On the Gth it was necessary to run close to the 
water to get hard sand. The tip of the propeller 
was caught by the Incoming waves and broken 
at the ends. With another propeller a flight of 
15 minutes was made, circling over the piers and 
the boats anchored near the shore. Then a short 

No flights on the 7th. 

On July 8 Curtiss made a 10 1/2 minute flight 
at a height of 500 ft. Then Brookins got off with 
a 400-ft. flight, cutting various capers and making 
a sharp circle siniibir to the one at Indianapolis. 
This flight lasted about '.)V, minutes. While he 
was in tlie air Curtiss started again and flew above 
him, for 51/. minutes. Starting again, inside 
of 6 minutes Curtiss was lost to view, having gone 
down to Hugh L. Willoughby's grounds, some 
four miles away. T,.anding there he waited for his 
men to come and start him back. Rumors of all 
kinds circulated, as he was gone 1 hour 10 minutes. 


A few minutes after Curtiss got away, Brookins 
started and went to a height of 1,80() ft,, making 
beautiful curves and evolutions all the way up. 
lie was up some 15 minutes, coining down in a 
spiral to a height of about .300 ft,, the diameter 
of the spirals being not more than 2()0 yards. 
This was very spectacular. After waiting a 
half hour for Curtiss, Brookins started oft' again 
on a (i-minute "every day flight." Curtiss caused 
.great excitement, as all thought he or his ma- 
chine was damaged. There was cheering when 
someone said "Here he comes." and a speck could 
be seen about 4 miles away. 5(i0 ft. up. 

On July 9 Curtiss took the air flrst and Brookins 
followed "in a preliminary flight. Brookins going 
to aliout son ft. back and forth across the piers. 
These flights lasted and 3 minutes, respectively. 
A half "hour later Curtiss started on a 54^- 
minute flight for a moving picture man. Again 
Curtiss started, before Brookins was ready for 
his altitude flight, but flew only from one pier 
to the other. On Sunday Curtiss made one flight 
of 4% minutes. 


Shortly after this landing Brookins started on 
his wonderful altitude flight. In 53 minutes lie 
had reached a height of 0,175 ft., the highest 
yet attained by aero|)lane. The previous official 
altitude flight " is also held by Brookins, being 
4,030 ft. The latest record. 4.(>15 ft., was 
made recentlv bv I>atham in France. This day's 
flight exceeds all attcnpts by 1.2:!fi ft. His de- 
scent, without power, f >'■ lai k of ga'^oiine. took 10 
minutes, having been in the air 1 hour .? minutes. 
.Vfter landing he joyfully rushed to telephone 
through cheering crowds to 'phone the news of 
his success. This rec( rd won for him the .i;5.(M)0 
ofl'ered as a height prize. 

While he was making this llight. Curtiss started 
again and made short fliglUs of two or three 
miles, circling between the oiers several times 
before landing for the last time during this day 
of exhibition work. 

On Sunday. July 10. Curtiss gave an exhibition of 
a flight in a" wind estimated by himself and others 
to be 20 miles. But for the enormous crowd, 
estimated at l()0.0n.O, along the lioard walk, piers 
and housetops. Curtiss would not have attempted 
the flight owing to strong wind and high sea 
rolling. He received great cheering for his 5- 
minute flight, circling between piers and over the 



yiri^\.Mjk liiw ^Ai>^ctzr aSur. ^'^i^ hr 

August, ipio 

ocean. Curtiss reached a height of about 300 
ft. during flight. The Wrights will not fly. or 
allow their own machines to be flown on Sunday 
so Brookins did not fly this day. ' 


.Tilly 11. Curtiss started flying for the .$5,000 
.-.(I mile prize at .S :24 o'clock. .Vfter flnishing 50 
miles;, or ten 5-mile laps around piers, he circled 
.Ulautic City. Entire flight lasted 1 hour 21 
minutes. The average height was 700 ft. During 
the flight finite a southwesterly breeze was blow- 
iii^;. making a record speed flight impossible. 
The actual time for the 50 mies was 1:1 j:00. Tlie fastest 
lap was (irOI 4-5, a speed of 49. ss miles per hour. Tlie t ime 
made was not as sood as previous records iield by Cur- 
tiss machines. This won for liim S;,5,000, as the Wright 
machine did not try for it. 

Brookins made the ne.xt flight and for 15 min- 
ites gave a fine exhibition of the control he has 
if the Wright machine, twisting and turning at 
ilmost impossible angles. 

Curtiss then flew from the Million Dollar Pier 

Old Pier to get ready for his record-climbing 
light. Before this was started. Brookins attempt- 
(1 flying with Mr. Cofl'yu, another Wright pupil. 
s passenger. At 6 o'clock the machine ran down 
be monorail, but failed to rise. It was pushed 
■aek to starting point and another trial took the 
iiaehine up to an altitude of 300 ft. at times. 

1 very fine flight was made for 15 minutes with 
hort turns and dips. After the descent, Curtiss 
\:\(]i' the most notable flight of the day — the 
iiiekest time for reaching l.OOd ft. lie actually 
'ached between 1,500 and 1,000 ft. in the re- 
iirkable time of 5 minutes .5? .seconds, traveling 
I .1 straight line for about two miles, turning 
len and descending to earth. Shortlv after land- 
ng he flew back to the Million Dollar Pier, carry- 
is [.ineoln Beachoy as passenger. Wliile hauling 
lie Curtiss machine up the platform to house 
t. v. Coffyn made a short exhibition flight in the 
bright machine used by Mr. Brookins. This la.sted 

minutes, reaching about 150 ft. at times. This 
M<Ir(i the last intended day of the aviation meet 
I Atlantic City — l)ut the aviators had been pur- 
laded to remain over another day. 


July 12. At .S :.30 P. M.. Brookins started for a 
ight and rose to a height of from !)00 to 1.000 
. and remained in the air some 2U minutes doing 
Imost the impossible at times in his turns. At 
ne turn his machine stood close to an angle of 
7 degrees, and it appeared that he had turned 
>o far by mistake. .Ml held their breath and 
Ohs" were heard ail through the crowd. 

An hour later Curtiss went up to bombard a 
lite-boat with oranges from a height of 400 ft. 
Out of six oranges three would have hit a battle- 
ship, the last bomb landing within 12 ft. of the 
boat. He circled around between piers till his 
orange bombs were exhausted, then landed. Five 
minutes later he was in the air again flving down 
to Old Pier to interview Mr. Shackleford. After 
a half hour's wait the crowd saw him in the air 
again firing bombs at the reporters and photog- 
raphers. This caused great laughter among rhe 
audience to see them dodge from being struck by a 
flying orange which was merely a juicy spot after 
striking the ground or water. This flight ended 
his last exhibition at the Atlantic City meet, 
ihe machine was housed and "knocking-down" 

Brookins. however, made one more flight doing 
his usual quick turns, and fooled all by coming 
down to earth as if to land and then shooting 
out to sea again, as if he had forgotten some- 
thing, which eventually proved to be true for 
he shot up to .300 ft. and then came down close 
to water. 25 ft. from shore, bringing the machine 
so low that the skids seemed to rest on two waves 
and followed them to shore. Eventually he actu- 
ally struck the water near shore, rising again 
and then landing at his camp. 

It is a strange fact, but during the entire week 
there was not a single accident of anv kind 
except the first day, when Curtiss landed "in deep 
sand and ran into a hole, breaking one post. 
Outside of that not a wire, nut or any part of the 
machines had to be altered from the ft of 
"setting up." 

The weather proved ideal, except one day. and 
the crowds were enormous. The largest day At- 
lantic City ever had was .July 4, when, 'it is 
claimed. 300.000 attended. The entire meet was a 
success in every way. thanks to the manage- 
ment and the whole-hearted way in which it was 
carried out — free to all. 

Montreal, June 28-July 5. 


The •■meet" was from one viewpoint, the scien- 
tific, eminently successful, and as a direct result 
an impetus to the interest in and study of aero- 
nautics has been stRrted in this great country. 
Financially the meet was a failure, the expenses 
running to some .$40,000. but the flying was 
good — continuous every day of the meeting, all 
done by the Wright and Bleriot machines. .T. A. 
D. McCurdy only got up once in the early morn- 
ing and quite wrecked their Baddeck TI in land- 
ing with the wind. MeCurdy was unfortun.ate 

The Overland "Wind Wagon" at Indianapolis 


August, 1910 

the whole week. He had trouble getting his 
machine on the grounds to begin with, and as.sem- 
bling was delayed by reason of no shelter. G. G. 
Hubbard, of Boston, was induced to come at a 
late date with his monoplane. built by the 
Canadian Aerodrome Co. of Baddeck. without an 
engine, which had to be sent for to Baddeck and 
it did not arrive until the last of the week. 

The Wright team. Brookins. La Chappelle. John- 
stone and Coflvn. all flew well. Count de Lesseps 
was a striking feature with his two Blerlots. a 
50 h. p. Gnome engined type XII and the smaller 
XI with the Anzani 30 h. p. motor. His 30- 
mile trip to and over the city of Montreal in 
49 minutes was the great event of the exhibition. 
He used the big "Scarabee" with air bags, the same 
equipment he used in his cross-Channel flight. Fred 
Owen and Cromwell Dixon, with their dirigible 
altracted small attention. Dixon tried a new pro- 
peller on the advice of Knabenshue and increased 
its speed. The airship escaped and burst, on the 
fourth dav of the meet. This made quite a stir, 
as the people could not tell whether he was in 
it or not. lie stopped the motor by accident, 
descended, .lumped too soon and missed the guide 
rope. Johnny Mack and one of Ed. Hutchinson's 
men made daily parachute drops from hot-air 

Wm. Carruthers, vice-president of the Interna- 
tional .Vviation A.s.sociation. which promoted the 
meet bousht a Bleriot XI and imported one Milt- 
jen from' France to fly it. Milt.ien's experience 
"at flying was evidently obtained at a correspond- 
ence" school. On his first and only flight the 
machine jumped into the air and then gracefully 
dug its nose in the dirt. Cromwell Dixon, who 
had never been in an aeroplane before, then tried 
it and made a highly sensational and wild flight, 
narrowly escaping accident, but brought it safely 


The feature of the first day was Brookins' 
•> nno-ft. altitude fli<iht. while de Lesseps and 
Johnstone were the other aviators. On the second 
day de Lesseps in a trial for speed lost to La 
Cliappelle, while Brookins made another altitude 
flight of l.r>r)0 ft. On the 2Sth Johnstone was 
up 45 minutes, and Brookins flew to a height of 
1 .•JfiO ft., and was up 20 minutes. The start 
oil the rail was timed, too. at 5V2 seconds till the 
machine was in the air. On June 29 Ralph John- 
■stone flew for 40 minutes and Brookins was up 
21 minutes, flying to a height of 2,450 ft. This 
was after carrying up de Lesseps for a 13-minute 
trip Earlv in the morning McCurdy made a 
flight in tlie "Baddeck II." but. landing outside 
the grounds in the tall grass, the machine was 
partially wrecked. R. Timberlake, who had bought 
a Bleriot XL essayed his first flight. With a 
novice's inexperience, after getting off the ground, 
could not stop in time to save hitting the grand- 
stand. The " next day Johnstone flew for 25 
minutes and Brookins took up Count de Lesseps' 
brother to a height of 1,140 ft. in a flight of 
25V> minutes. Then he made a trip alone up 
2.000 ft. 

8,130 FEET IX .viu. 

On July 1 Brookins again made a high and 
sensational ascent, reaching 3,130 ft. in a flight 
covering 45 minutes. 


The most sensational flight of the meeting was 
de Lessens" .iourney over three bodies of water 
and Mt. Royal in a continuous flight around Mon- 
treal's City Hall and back to the aviation grounds, 
a round trip of 30 miles. The flight lasted 49 
minutes. His face was screened from the oil of 
the Gnome engine by a thin wire gauze mask. 


On the same day Brookins ascended to 3,510 ft. 
The meet closed on July 5. with small attend- 
ance and few flights. Some of the Wright ma- 
chines were going to Toronto, but two had to 
be rushed away, so these were flown from the 
. aviation grounds to the railroad station, over the 
hills and trees. The landing spot had not been 
investigated and when Brookins and passenger 

flew over they saw they had but a very small place 
to land. Steering sharply down into tall grass. 
the latter caught in the wires and corners, turn- 
ing the machine face down and breaking ihc 
front construction. The second machine they flew 
over made a safe landing. 

Nashville, Tenn., June 21-26. 

I'nquestionably among the most spectacular 
flights that have been made may be numbered 
the two night flights of Charles K. Hamilton dur- , 
ing his exliibitions at the Military Tournament 
at Camp Dickinson. ' 


The first flight was in the dark of the early even- 
ing, with the moon obscured by clouds. Hamilton 
flew over the electric light studded grounds, almost 
touching the string of bulbs, then shooting up 
into the air and gliding down. Someone suggested 
a searchlight and immediately there was hustling 
to attach a Prest-O-Lite tank under the s(vit and 
the headlight on the front framework. About 11 
o'clock in the night he was ready and the sight 
of the big automobile lamp flashing up and down 
through the semi-darkness, the moon having de- 
ciled to show her face, was a thrilling one. .\ftei 
flying about a quarter hour a cylinder head Ulew 
oiit and he was forced to land. 

Louisville, June i8th and 19th. 

On June IS, Curtiss lowered his own record 01 
quick starting to four seconds flat, with thi 
Albany-New York 8-cylinder biplane, starting or 
verv rough and grassy ground. Hamilton did i' 
in 3 4-5 seconds at San Antonio last April. 

On account of a very choppy and high wind 
neither Mr. Curtiss nor "Bud" Mars was able t( 
make any very nice flights until after 5 o'clock 
when above a crowd of nearly 10,OOiOi people. 'Mr 
Curtiss carried a local newspaper man for a shor 

A stiff wind until late the next afternoon pre 
vented any circular flights. However, after I 
o'clock Mars, at an altitude of 20 to 40 ft., racei 
against Curtiss around the circular track !(► times 
Curtiss keeping about 200 to 300 ft. a1)ove :Mars 
and at all times was directly over him. 

For quick starting. Curtiss got off the grouiu 
in 87 ft., and Mars, with his 4-cylinder 25 h. p. 
got off in 10(> ft. Both of these distances an 
behind past performances of Curtiss machines. 

The total attendance for the two days was ii 
the neighborhood of 17,000 people. 

The meet closed when Mr. Curtiss carried R. 
Rubel, Jr.. local agent for the Curtiss biplane, foi 
a short flight. 

Minneapolis-St. Paul, June 22-25. fl 

At the Twin Citv meet there were Curtiss, Wil 
lard. Mars. El,\. \Vhipple Hall, Lincoln Beachej 
with his monoplane and two dirigibles. Curtis^ 
flew, of course, his S-cylinder machine. Mars hat 
his 4-cylinder Curtiss and Willard had a ne^\ 
Curtiss with a 4-cylinder engine of somewhat 
greater power, the new engine having slightlj 
larger cylinders. Hall had the old 4-cylinde) 
Curtiss sold to Frank H. Johnson in Los Angeles 
Ely had the machine of Henry Wemme of Portland 
a "4-cylinder Curtiss. Charles J. Strobel furnishei 
one dirigible with (iintner as aeronaut, whik 
Horace B. Wild flew the Yager airship. 

The track was a bad one for aeroplane flight: 
and the attendance small. The track was linec 
on nearly all sides with buildings or trees auc 
there was only one spot on the grounds suitable 
for landins-. Every flight of any length had to U 
made out beyond the grounds and return to land 
ing inside. The dirigibles were up every day. bui 
the first. Hall did not get up. all during the meet 

.MI the aeroplanes, except Beachey's and Hall's 
made short flights the first day. On the second tuf 
two dirigibles and Curtiss were in the air at tht 
same time. Besides the short flights. Curtiss madf 
one yi-rv pretty fli'rht outside the grounds and 
b-ic'-. P.oachev got off a short distance without 
his controls on. 



Augusi, 19 10 


Curtiss and Brookins Flying at Atlantic City 

On tli(^ third day Curtiss. Ely and one of tho 
rigililes were up simultaneously. Beaclioy had 
lit his elevator and ailerons on and made a short 
tg:ht. In the evening Beaehey made another trial 
id ran into the fence, smashing up. The fourth 
ly it rained. After the showers, Curtiss made a 
)ectacular flight. Willard and Mars also flew. 

Kansas City, July 3-4. 

WIHard and I'.cachcy went from Sioux City to 
ansas City. Willard only flew, Beaehey spending 
s time assembling the Curtiss machine. This 
eet was also unsuccessful from an attendance 

Willard made eifrht or ti'ii sliort Hifrhtscaeh day. 

Till' Omaha nicil has lucn postponed lo July 

Willard is wm'king his way to Mineola. where 
he will try out a maehine (if his own make. Curtiss 
type, with grcatrr sprcail. the nid (if .luly. 

Providence, R. I., July 4. 

.Toseph Seymour was sehedul«>d to fly his Curtiss 
at Providence. .Tuly 4. lie circled the track sev- 
eral times at a height of 20 ft. The conditions 
were ideal hut the s])ecIators left before the ex- 
hibition was concluded, owing to the repeated de- 
lays caused by making minor repairs. 



August, iQiti 

Mars Flies Cross Country. 

At Topeka, Kans., J. C. Mars, the only aviator 
at tlie meeting, as Willard did not go, as planned, 
on June 15 attempted to fly 00 miles cross coun- 
try to Kansas City. A landing liad to be made 
at Grantville after nine miles, breaking a couple 
of ribs. These were repaired and a second start 
was made. After going on for four or five miles 
the engine went wrong and another landing was 
made, at Newman. After an hour's stop he pluck- 
ily wont on for a short distance finally coming 
down at Midland. 

Pittsburg, Kans,, July 2-5. 

BY r.\ri. W. II.MtVEY. 

Arch Hoxsey made fourteen flights during the 
4-day Wright meeting at Pittsburg, Kan. In the 
last flight, which was to close the exhibition, the 
wind was blowing very hard and Iloxsey while 
some ."iOO ft. in the air shut off his motor intend- 
ing to glide to the ground, which he had fre- 
quently done before. On account of the smallness 
of the ground he saw that he was being carried 
in his circles towards the bleacher, which was 
filled with people. Having no motor power to 
direct his course beyond the bleachers it seemed 
to him best to point the nose of the machine di- 
rectly towards the ground in front of the stand. 
This he did with a result that the forward steer- 
ing planes were Ivadly damaged. He fell almost 
vertically about 40 or .JO ft. but he was not at all 
injured. The motor and transmission parts were 
found in good order. 

Iloxsey made good flights each day. On the 
second he made three low flights, circling the 
Held several times and having his machine under 
perfect control at all times. The flrst day he left 
the ground three times when a storm interrupted 
the exhibitions. 

Ou the third he made four flights. The first 
three were spectacular exhibitions. He did the 
"Roller Coaster" flight and turned the figure eight 
several times. He had wonderful control of the 
machine at all times and as a climax to the 
aftcrncKin wurk he made a beautiful ascent of 

1,000 ft. 

On the fourth Hoxsey duplicated his exhibition 
of spectacular fliglits and also gave some of the 
feats tliat aeroplanes are supposed to do in times 
of war. He made some short and fast short coun- 
try flights and in the finish carried a passenger 
three times around the field for a total distance 
of about two miles. 

On the last day Hoxsey made his usual short 
spectacular flights. In the last one of these he 
carried Mayor Hoyt and did some beautiful work. 
Up to that time Hoxsey had not had a single 
misban and every attempt that he had made was 
a success. 

Sioux City, Mo., June 29-July i. 

BY P. isr. m'cabe. 

Due to a wind which riii^^ed from 5 to 18 miles an hour 
the flights given here l)y M:\rsand Ely June 29, 30 and 
iulv 1 were far from successful 

On June 29 Mars attempted to circle the mile 
race track, attaining a height of from 10 ft. to 
40 ft. Meeting adverse air currents he did not 
make the circle, stopping several yards short. 
Ely made a similar attempt but he, too. was com- 
pelled to alight without being successful. Two 
other atteirpts were made to get into the air but 
were failures. 

On June .'lO after G o'clock Mars made another 
attempt and succeeded in getting from 40 ft. to 
.50 ft. high and went with the rapidity of an 
exnress train for a short distance but was com- 
pelled to let down because of the winds. 

On July 1, in the evening after the wind and 
the crowd had departed, Mars made a fairly good 
fliahl ascendin<i- to a lieight estimated between 
100 ft. and 150 ft. He circled the mile 
2V> times and went at a good speed. Ely made 
one circle of the field the same evening but his 
ensines were not working well and he was com- 
pelled to give up before doing anything of a 
sensational mature. Following Ely. Mars made two 
other flights in one circling the fleld twice and 

concluding his performance with his "Mars glide," 
dropping from a position of about 75 ft. in the 
air to an eagle like sweep and then alighting. 

Ely is flying now for Curtiss, using the machine 
sold Henry Wemme. of Portland. Ore. 

Aurora, Ills., July 2-7. 


A. I.. Welch was the Wright aviator who filled 
the .Vurora date. On the 5th after a 20-minute 
flight he had to land in an oat fleld. The starting 
track was brought and in leaving the I'ail one side 
of the planes hit the oats which had not been cut 
low enough and broke several ribs. On the Tth he 
flew for 55 minutes going up to 512 ft. The wind 
was bad and' Manager F. H. Russell, of the Wright 
Co.. kept the machine over two days in order to 
satisfy the public. 

Monmouth, Ills., July 4. 

Charli's W. Miller, wlio bought a machine from 
C. & A. Wittemann tried for an hour and a half 
to get his machine to fly but failed. 

New Britain, July 2. 

Chas. K. Hamilton made a sensational flight 
over the main street of his home town, New 
Britain, Conn., on July 2, after a discouraging 
day. The flight was most sensational. The 
streets were crowded with people, trolley cars 
and automobiles. Crowds had come in from 
nearby towns and the governor of Connecticut 
with his staff was present. The conflict between 
two factions of the business men marred Hamil- 
ton's efforts. On his first flight he landed in a 
swamp and broke parts of the machine which 
necessitated some hours to repair. Still another 
short flight was made. On the third trial, he 
went through a series of hair-raising feats for 
which he is noted and then sailed on his spec- 
tacular flight over the main street. 

St. Louis, Mo., July 11-16, 

St. Louis. July 10'. The first aeroplane meet- 
ing to be held in this country where entrants have 
been required to pay a fee to compete and in 
which there are no hired airmen to take part, 
will open to-morrow afternoon on the temporary 
a via I ion fleld of the Aero Club of St. Louis at 
Washington Park. 111., and continue for six days. 
Ten machines have been officially entered and it 
is expected that all will be on the starting line at 
.3 :.30 Monday afternoon. 

The coming event, known as the First National 
.Vviation ISIeeting for Novices which was organized 
by the Aero Cluli of St. Louis to promote the 
science and sport of aerdiilaning in America, is also 
unique in the resixM-i that none of the entrants 
has ever made a pul)lic flight for pay or received 
cash aviation prizes of more than .'i;250. The Aero 
Club has announced that no flights will be guar- 
anteed, but as nearly all of the machines are 
built along established scientific lines th(>re is 
little doubt that there will be flying every day that 
weather permits Full details will be given in the 
next issue. 

Thomas. Bergstrom and W. C. Robinson failed 
to arrive and are disqualified. 

The following will compete: H. W. Gill, biplane; 
C. W. Curzon. Farman : J. N. Sparling, monoplane; 
J. N. Sparling, biplane (Shneider make) ; II. A. 
Robinson, monoplane: Charles Kuhno, monoplane; 
W. F. S. Zehler. fore an aft monoplane ; Claude 
Harris, biplane. 

Army News. 

From June 1 to June 7 Lieutenant Foulois 
made five flights at Fort Sam Houston, Texas, in 
gusty winds up to 15 miles per hour, varying in 
length from 5 to 14 minutes. No flights were 
made after June 7, as the Aeronautical Detach- 
ment was sent to Leon Springs to assist in install- 
ing the annunciator buzzer system at that jtlace. 

Captain A. S. Cowan. Signal Corps, now has 
charge of the Aeronautical Division, relieving 
Captain Chandler on June 1, 1010. 



August, iQio 

Brookins Flying Over the Ocean at Atlantic City 

Curtiss Drops Bombs from Aeroplane. 

Hammondsport, July 1. — Under the auspices of 
the New York World and in the presence of officers 
of the army and navy, who acted unofficially as 
observers, yesterday. fJlenn II. Curtiss carried out 
some tests with dropping lead missiles with col- 
ored streamers attached at a target representing 
a battleship 500 ft. by 90 ft. 

Then, of 14 record shots, 10 hits were made 
and 4 misses within 50 ft. of the target. Six hits 
were made running at 218, lio2. 246, 260, l."15 and 
i:!'.» ft. respectively. The seventh and eighth, at 
liJT and 191 ft., were misses. Next, at 250 ft., 
hit. At 268 and 312 ft. shots were misses. Dast 
three, at .302, 268 and 260 ft. altitude, were hits. 
These shots were made moving at right angles to 
the greatest length of the target. After these 
tests the officers left. 

At sunset four more shots are reported, with 
three hits and one miss, the latter being from an 
estimated height of 900 ft., the machine traveling 
lengthwise the target. 

To-day no bomb tests were carried out, but 
several circles over the lake were made and a 
landing made in the water. A small hydrocurve 
surface is affixed just forward of the front wheel 
for assistance in keeping the machine on an even 
keel when hitting the water. 


Mr. gives it as his opinion that to ac- 
curately drop bombs in actual warfare one man 
would have to be carried for the purpose besides 
the aviator, as it was impossible for him to make 
accurate calculations of angle and speed, and sug- 
gests the proper method is to have some kind of a 
gun to fire the projectiles instead of merely drop- 
ping them. 

Dr. Greene Hits Tree Head On. 

Rochester. .Tune 30. — Rochester can now claim 
to be an aviation city from more points of view 
than that of engine' construction. Dr. Greene, 
who has, in the past, made several successful 
flights at Mineola and New York City, and who 
has recentlv moved to Rochester to open an aero- 
plane factory, made his first flight in Rochester 

The biplane which he used was constructed for 

(i. E. De Long of the KIbridge Engine Co., and 
was equipped with a 4 -cylinder p]lbridgo feather- 
weight engine and a RtMjua (iibson 7-ft. diameter 
by 4-ft. pitch regular propeller. 

After making his thrust test with the machine 
tied, and succeeding in developing considerably 
over 200 lbs. thrust. Dr. (ireene decided that he 
was ready to fly, and the machine was cut loose. 
After running over the meadow for a distance of 
less than 100 ft.. Dr. Greene rose at what seemed 
to be an angle of almost 45 degrees to a height 
of, approximately. 50 ft., and then flew directly 
down the field of the Rochester Aero Club for a 
distance of about one-quarter of a mile. 

Th(> start had. unfortunately, been made from 
a point in the field which was protected from the 
lireeze by a large-sized hedgerow of trees, and the 
doctor did not appreciate" the fact that a consid- 
erable breeze was blowing from his right, so that 
as soon as he reached tlii> end of this hedge his 
machine was thrown to the left a considerable 
distance. When the doctor succeeded in righting 
himself, he discovered that he was headed directly 
for a tall elm tree. Of the two alternatives, drop- 
ping down and going under the tree or attempting 
to fly over it, the doctor chose the latter. It 
seemed for a few seconds as if he were going to 
mak(> good. Init when he was within a few yards 
he discov(H-ed that it was impossible, and the only 
thing left for him to do was then to stop the 
engine and attempt to glide rapidly to the ground 
under the tree. This also proved to be impossible, 
and the machine hit the tree head on. at a height 
of about 30 ft. from tlie ground, breaking the front 
control and knocking the machine, of course, to 
the ground. The rear control was also broken 
when the bipane struck solid earth. It seemed to 
the spectators almost impossible that the doctor 
could be alive and whole, looking at the wreck at 
a distance of 200 or 30O yards; but he imme- 
diately climbed out of the wreck and waved his 
hand in assurance that he was all right. 

The flight, from some points of view, was un- 
satisfactorv, inasmuch as it resulted in smashing 
Mr. De Long's machine. However. Mr. De Long 
was more than pleased, inasmuch as it demon- 
strated that the enuine had considerably more 
power than was actually necessary to fly with this 
tvpe of biplane. In the next flights that Dr. 
(ireene makes in Rochester with this machine, in 
all probability, a 3-cylinder feather-weight engine 
will be used. 



August, Tpio 

$ cAt America's Flying Field | 

Daily Flights at Mineola. 

NOT a day uovv passes, scarcely, without 
flights Ijy eitlun- Harmon, Baldwin, Seymour, 
Kussell. Hamilton and others still experi- 
menting. There are always several hundred 
people on hand to view the scene and on Satur- 
days and Sundays the number runs up into two 
to three thousand. Mineola is 25 miles from 
New York on the Long Island Railroad, and the 
grounds are a mile from the station and still 
further from Garden City. 

Philip W. Wilcox has finished and given one 
trial his Farman-type biplane, fitted with a Rinek 
8-cylinder 50 h. p. motor. Lewis Strang, winner 
of the Briarcliff race, will learn to fly it. 

The grounds have been fenced in by the owfiers 
of the property with a high board fence 2,500 ft. 
long along the road, with wire fences extending 
out across the plains at each. There is another 
inner wire fence, to keep people off the course and 
provide parking space for automobiles. A small 
grandstand has also been erected and an admis- 
sion fee is being charged on Saturdays and Sun- 
days. After the expenses have been met, I if is 
announced by the president of the land cornpany, 
the income will be devoted to prizes for the 
aviators. The use of board fence has been sold 
to White & Wood, of 1777 Broadway, New York, 
for sign painting. 

The next day Harmon and Russell provided the 
entertainment, but there was nothing unusual 
in the flying. 


On June 29, George Russell, who had never 
operated a machine before, made his first flight 
in a Curtiss machine, fitted with a Harriman 
engine. The machine had been exhibited by him 
during the spring over a theatrical circuit. ,Vfter 
a few days he sold the engine to P. Brauner to 
install in a Curtiss-type aeroplane sold to a 
customer and then got another of the same make. 
In live days Russell was proficient enough to fly 
a distance of about 5 miles. 

On June 29 Mrs. Harmon was a passenger with 
Clifford B. Harmon on a lOi-minute flight. This 
was the first time a woman has fiown at Mineola 
and the third in this country. 

Mrs. W. K. Vanderbilt, Jr., was a passenger 
with Harmon for a short .lump of a minute on 
June iiO. The motor would not mote, and a skid 
broke in landing. Further flying was given up 
for the day. 

Harmon Sets New U. S. Record. 

On July 1 Clifford B. Harmon made a new dura- 
tion record for the United States, 2 hours 3 min- 
utes, beating Paulhan's record at Los Angeles of 
1 houi- 58 minutes. No oflicial figures were taken. 

After Hitting Tree 

On July H the first admissions were taken in 
and a goodly crowd saw Harmon make a 10- 
minute flight alone and then a short one with a 
passenger. In the first he essayed the diving 
trick and quick rises which brought forth applause. 
William Watson tried out the machine he had 
.iust bought from P. Brauner, with Russell's Har- 
riman engine, and got off the ground — and then 
landed suddenly, smashing up the machine con- 

however, of either duration or distance. The 
Mineola field over which he flew has not as yet 
been equipped with the proper markers. It is 
estimated that the distance covered was 100 


On July 11 Clifford B. Harmon attempted to 
flv from the Mineola aviation field to Greenwich, 
Conn., in competition for the Country Life trophy. 



August, I'y'i. 

At 5 :49 the Gnome engine was got going after 
much trouble, but the machine did not go a quar- 
ter mile across the flekl before Harmon brought 
it down again. Hamilton, who had returned to 
Mineola from Atlantic City, suggested leaving off 
the pontoons which had been affixed for use in 
case of a forced descent in Long Island Sound. 
This was done and a new start made at 6 :14 :50, 
but he tlew no further than Roslyn, a distance 
of 4 miles, passing over roads and" trees and the 
settlements of East Williston and Albertson Sta- 

Stanley Y. Beach was practicing with his 
B]eriot-typ3 machine at Lordship Park, Bridgeport, 
ir tending to try to fly across the Sound to Long 
Islrcd. After several efforts the mactire- startcl 
lot the cliff, but Beach Jumped out just In time 
to save from going over with the machine. The 
machine fell and was wrecked. 

On .July 12 Hamilton saw Russell fly for 20 
minutes and then took Capt. Baldwin's machine, 
after weighting down the front end. and flew it 
for 8 minutes. Russell then went out and flew 
another 20 minutes. 


Israel Ludlow is building a biplane at Mineola 
which he states will not infringe anyone's pat- 
ents. He claims it is a remarkable aeroplane, 
with its new patented applications of controls and 
promises it to be so stable that a man can take 
his hnnds ofl' the lever ; that it is balanced so 
well that it will And its own level and will keep 
a level flight without attention on the part of 
the operator. The machine is expected to be fin- 
ished by the middle of August. 

B. T. Babbitt Hyde is having a shed 70 by 40 
ft. erected by C. O. Conklin for the housing of 
his machine. .John H. Tyson, Jr., has bought 
Oreeley Curtis' Bleriot which he recently im- 
ported, and it is to be flown by Louis Strang. 

On the Aeronautical Society Grounds. 

At the present time there are 13 machines on 
the Aeronautical Society's grounds. Those in 
process of building, of the biplane type, are Miss 
Todd. Messrs. Diefenhach, Talmage," Watson and 
Stevenson, Mersratroyd, and Edick and Edwards : 
of the monoplane type. Messrs. Godley, Walden De 
Kilduchevsky, and Rosenbaum. 

Creditable flights have been made by .Joseph Sey- 
mour and George Russell in their Curiiss machines. 
Russell is using a .'!0 h. p. Harriman engine, and 
speaks favorably of it. 

Messrs. Edick and Edwards have had their Cur- 
tiss type machine out and succeeded in getting it 
oft' the ground several times for good distances. At 
the present time they are changing the angle of 
incidence of the planes and expect to have it in 
the field in the very near future. 

Messrs. Watson and Stevenson have had their 
machine in the field with a "0 h. p. Harriman 
motor. On .Tune 2i; Mr. Watson made an abrupt 
ascent for 20 to ."SO ft. and descended just as 
abruptly, smashing the entire outrigging for the 
elevator control. Mr. Watson was not hurt. 

Frank Van Anden has had his machine out sev- 
eral times in charge of Charles Nyquist. formerly 
with Hamilton. At present Mr. Nynuist is keep- 
ing the machine on the ground until they get it 
thoroughly balanced and he has learned to han- 
dle it. The motor is a Harriman. 

E. II. Skinner, manager of South Beach. Staten 
Island, will soon be another addition to the flyers 
at Mineola. He has a biplane of his own design, 
fitted with an Elbridge "feather-weight" 40-60 en- 
gine, with which he has been making short flights 
for several weeks past in the vicinity of South 

The Aeronautical Society is building a shelter 
along one side of its l.*?8-f't. shed. ."^O ft. in width 
to accommodate the machines which are without 
protection except such as tents afl'ord. 


CNASS/5 0/= 

Next oTVlonth^Full Page Drawings Capt. T. S. Baldvvin's Biplane 


August, igio 

I ? 

I For Control of National Affairs | 
t t 

National Council of the Aero Club of 
America Formed. 

The "National Council of the Aoro Club of 
America'' was formed at tlie rooms of the Aero 
Club of America on June 23, following the break- 
up, through a shrewd political move on the part 
of the Aero Club of America, of the intended 
.ioint convention of the two organizations, the 
American Aeronautical Association and the Aero- 
nautic Federation of America. 

Twenty-six clubs compose tlie council. These 
are as follows : Aero Club of America, California, 
Kansas City, Kansas State. Dayton Aeroplane, 
Philadelphia (now extinct). .Sar.-ifosra Springs, Illi- 
nois. Minneapolis, Utah. Spiiiigficld, Inti'rc()llegiate, 
Harvard, Baltimore, Washington. Atlantic City, 
Dayton Aero Club, Pittslield, New England, Canton, 
Pasadena, Pennsylvania, Aeronautique of Chicago, 
South Bend, Buffalo and Milwaukee. 

An executive committee and officers were elected 
to serve until the second Tuesday in December, 
when a convention will be called in New York. 

The executive committee and officers are as 
follows : 

Clifford B. Harmon (A. C. of America), chair- 
man; W. B. Strang (A. C. of Kansas City). 
A. B. Lambert (A. C. of St. Louis), Dr. J. C. Eber- 
hardt (Dayton Aeroplane Club), Dr. Albert F. 
Zahm (A. C. of Washington); .Vice-Chairmen — 
Oeorge'M. Myers (A. C. of Kansas City), Chas. J. 
(Jlidden (A. C. of New England). .Tames E. Plew 
iX. C. of Illinois), .John M. Satterfleld (A. C. of 
Buffalo). G. A. Richardson (Intercollegiate Asso- 
ciation). Carl G. Fisher (A. C. of Indianapolis). 
Arthur T. Atherholt (A. C. of Philadelphia). 

Henry M. Neely was made chairman of the 
contest committee, and Arthur T. Atherholt chair- 
man of the press committee. Col. .Jerome II. .Toyce 
was elected treasurer ; .Jerome Fanciulli, secretary, 
and Geo. B. Harrison, field secretary. Harrison 
later resigned. 

By the terms of an agreement made between the 
Council and the Aero Club of America, the A. C. A. 
authorizes the organization of the "National Coun- 
cil of the Aero Club of America" and the A. C. A. 
is confirmed as the representative of the Inter- 
national Federation ; all matters relating to na- 
tional affairs' are to be referred to the Council, 
to be composed of one member from each affiliated 
club: the Council will construct an organization 
on the basis of state representation : the chair- 
man of the executive committee shall be named 
by the A. C. A. ; the matter of location of inter- 
national contests after the year 1910 vested in the 
N. C. ; a committee shall be constituted by the 
N. C. to deal with the question of sanctioning 
national meets, providing the A. C. A. agrees it 
will not make any agreements or contracts in 
national relations without approval of the N. C. 


The situation is a curious one. As related 
previously in .Veronautics, the need for a na- 
tional body was felt and in response to letters 
signed by Hudson Maxim, president of the Aero- 
nautical Society, sent out by Thomas A. Hill, a 
large number of clubs signified their acknowledg- 
ment of such need and in the course of events a 
convention was planned at some central city at 
which a really national body would be formed. 

A temporary organization was formed under 
the name Aeronautic Federation of America to 
bring about this convention and to prepare drafts 
and plans for the proposed national body. 

Observing the apparent strength of this move- 
ment, the Aero Club hastily called a meeting 
of its affiliated clubs. The majority of the affiili- 
ated clubs responding to the call of the Aero 
Club were disgusted, and then and there, on 
May 23, formed the .\merican Aeronautical Asso- 
ciation. They found that the Aero Club was not 
willing fo give them anj' yolce in the affairs of 

the Aero Club of America and its affiliated clubs, 
and, as will be noted from the strong statement 
issued at the time, the new body was clearly 
against the policies of the Aero Club of America 
as exemplified in their action. 

Leaders of both the Aeronautic Federation of 
America and the American Aeronautic Association 
immediately got together and iilanned a joint 
con Vint ion to be held in New York, .June 22. 
L?()th organizations were to ass'emble in New York 
as many delegates of the clubs as possible. Both 
secretaries were to work in harmony and their 
letters were to be of the same general character. 
The Hotel Astor in New York was offered as a 
meeting place and accepted. The A. A. A. was 
advised that a meeting place had been secured, 
but unfortunately a misunderstanding had occurred 
and the A. A. .V. letters had called the meeting 
at the Waldorf. » 


Previous to the June 22d meeting leaders in both these 
organizations got together and it was planned 
to call to order such delegates as assembled at 
either of the hotels, and then adjourn to a com-' 
mon meeting place. The .V. F: A. was called to 
order in accordance with the programme and ad- 
vised of the misunderstanding in regard to the 
hotels and it was with common consent that the 
meeting was adjourned and the deJegates in a 
magnanimous spirit proceeded to the Waldorf to 
meet in joint convention. 


The delegates who happened to come from the 
Astor experienced the greatest difficulty to being 
admitted to voting powers in the convention. All 
sorts of demands were made as to the form 'of 
credentials. Many credentials were "lost" by the 
credential committee. There seemed to lie a plan 
to keep these delegates out. It was also found 
that one of the delegates who was not empowered 
by his club to secede from affiliation with the Aero 
Club of America at the time the A. A. A. was 
formed, had sent out a day or two previous a great 
number of telegrams advising tliat the meeting 
place of the convention was at the Waldorf and 
not tlie Astor. with the apparent intention of 
stealing whatever delegates they might from the 
ranks of the A. F. A. despite the tacit agreement 
that both were working to the same end and in 
perfect accord. In response to these telegrams, 
many delegates who had been working with the 
A. F. A. went to the Waldorf. 


The session was a very strenuous one. and 
finally everything seemed to be working all right. 
The "delegates hiad all been admitted and pdace 
had reigned for at least 30 minutes. The whole 
day had been employed in seating the delegates 
and the body was now ready for business. A 
motion was made and carried to adjourn for 
dinner, to meet again at seven-thirty. 

One of the members of the Aero Club of America 
invited some of the delegates to dinner and a plan 
was laid at this meeting to withdraw from the con- 
vention at the evening session and retii-e to the 
-Vero Club of America. What mess of pottage the 
Aero Club could offer in exchange for the birth- 
right of the delegates is not apparent. At any 
rate, the scheme worked. 

When the meeting was called in the evening, 
the presiding officer. Geo. M. Myers, of ICansas 
City, asked Lee S. Burridge, former president of 
the" Aeronautical Society and one of the prime 
movers in the A. F. .\.. to take the chair while 
he was out temporarily. No sooner was the tem- 
porary chairman ready to receive motions than the 
delegate from the Pennsylvania Aero Club got up 
and withdrew his club from the convention. In 
rapid succession one-half of the other delegates 
followed suit, showing that the plan .so suddenly 
developed at the dinner had worked most suc- 



,.J!uZi ™''" of self-respect could stoop to such 
methods as to place an innocent man in such a 
curious predicament, is difficult to understand 
It also developed at about the same lime (throuoli 
the a-iival of atteinoon newspape s) thit a cor- 
poiation had been formed at Albany under the 
name ot the American Aeronautic Association de- 
spite the tact It was agreed between the leaders 
a month previous that even the name of the 
proposed national body would be left to the ioint 
L'onvention to select. This showed a premeditated 
plan to steal the convention. Even some of the 
ielegates who met at the Hotel Astor, and who 
liad so much trouble in the morning- in bein"- 
idmitted to the ^yaldorf meeting, deserted the 
i-er.v ones who .started the whole movement, and 
xliich made a national l)ody i)ossible at this 

The organizers of the. A. A. A. were frankly 
)itter against the Aero Club of America and 
ret the.y joined hands with their enemy to the 
lesertion of their own comrades. 


An officer of the Xational Council of the Ae"o 
lul) of America states that the Aero Club of 
Vmerica is now but a local clul) on the same 
tandmg with the others, that the Council will see 
o It that the club is kept in such position, that 
II the future the Council will rule and that the 
nly thing the Aero Club retains is its name and 
ts international affiliation, that the A C 1 is 
equired to represent the National Council' in 
iternational matters and to carry out its mission 
-that the A. C. A. is "down and out." 

On the other hand, it will be the chairman of 
tie National Council's executive committee that 
! named by the Aero Club of America ; the clubs 
ow forming the N. C, it is said liy the Aero 

August, igio 

Club, are but affiliated clubs of the A. C A com- 
o^^ meekly into the fold after rebelling, and in 
added numbers; and the A. C. A. never had any 
afflHa^td clCbs°' '''''^' °^'' '^' ^"^ half-insurgent 
The one inference to be drawn from the situa- 
tion is that the Aero Club of America has deciu- 
edly increased its strength by inducing the clubs 
torming the National Council to become affiliated 
under the name of the Aero Club of America 
and by naming its own chairman. In return the 
A. C A allows the affiliated clubs now known 
as the National Council of the Aero Club of 
America to merely select the place of holding 
any national event which may be won by a repre- 
sentative of America. 


..Those who remained in convention after the 
exodus included the representatives of the aero 
V ^t °^ Rochester, N. Y. ; Florida. West Side 
X. M. C. A., Canada. Amherst and Springfield. 
Mass. ; Aeronautical Society of New York, Aero- 
nautic Society of New Jersey, Philadelphia Aero- 
nautical Recreation Society, the Y. M. C A 
'^|"mni Aeronautic Club, and the Southern Aero 
Club. Subsequently the repr(>sentative of the 
aero clubs of Amherst and Springfield, Mass., 
withdrew and announced he would go with the 
other organization. The following officers were 
chosen by the Aeronautic Federation of Amenca, 
which organization was made permanent : 

President, Hudson Maxim, New York, X Y. : 
vice-presidents, L. J. Seelev. Rochester, N. Y. ; 
George W. Clark. .Jacksonville. Fla. ; Dr. Thomas 
E. Eldridge, Philadelphia. Pa. ; Wilbur R. Kim- 
ball. New York. N. Y. ; secretary. Thomas A. Hill. 
N(iw 'i ork. N. Y. : supervisor, S. P>urridge. 

\ Second Annual Aero Show of the Pacific Aero Club I 

Br Cleve T. Shaffer t 

, 4.4. 4. 4.4.4. 4. 4.4. 4. 4. 4.4. 4.4.4. 4.4. 4. 4. 44,4.4.^5.4.4, 4,4. 4.4,4.4,4,4,^^^^^^^^^^^^^^^^_^ J 

" --.-•.•.•- .■ .V .jj^^^, ^^^ placed at rear of motor, both being 

mounted on the single upper member of the tri- 
angular body, the motor being also guyed to the 
lateral wing bars. Dimensions and control similar 
to the original "Demoiselle" with the exception 
of lateral control, in which the A'endome front 
flaps are used. Single surface cloth tacked on 
with tape. Lateral beams underneath as in the 
Curtiss and Pfitzner. 

On the whole, the machine lacked the finish and 
careful attention that characjterized the large 
monoplane built by Mr. Loose himself. The latter 
machine was exhibited without the motor Hs 
beautiful lines were admired by everyone. This 
was shown in the July issue. 

An "all-steel" monoplane was exhibited bv A. 
Soring, the ribs even being of small tu])ing 'Sur- 
face. 240 ft. Weight, 200 lbs. without power plant 
cloth or operator. Three-wheeled chassis, rear 
rudder turning with rear wheel, which also car- 
ries a supplementary surface, to the rear diagonal 
edges of which are attached the two separate flaps 
of the elevator. Lateral control by ailerons. One 
lever control. 

A most curious oddity was the exhibit of Israel 
Baylis ; it might appropriately be termed the para- 
dox of the show. Whereas all other exhibitors 
seeked to eliminate weight, in this case weight 
was a desirable factor. The model (see photo), 
about 2% ft. square, weighs 00 lbs. and has two 
wagon spring.s fixed to the base, between the ends 
of which (one on each side) is pivoted a heavy 
pendulum. This is to be driven, at a high speed, 
by gears and chains from the motor. The in- 
ventor claims that a reaction of the machine from 
the rapid pendulum blows on the spring ends, 
which cause it to lift. 

President J. C. Irvine of the Pacific Aero Club 
exhibited his battle-scarred balloon. "Queen of the 
Pacific." Capt. P. A. Van Tassel was early on 
the scene with a new 8,0O0-ft. dirigible, 14 ft. 
diameter by 63 ft. long. 

Gliders were exhibited by William Kreling. 
Ohrt Bros., M. Gunzcndorfer and J. Musser, C. 

The second annual aeronautic exhibition of th 
acific Aero Club from May 10 to 21, inclusive, at 
le Auditorium. San I'''rancisco, was a great suc- 
ss from an exhibition standpoint, the variety of 
achines giving a liberal education in aeronautics. 
one who had seen the first exhibition of the 
ub, it ga^e a startling idea of the marvelous 
ogress in the science in less than a year, and the 
emendous increase in public interest. At the 
st show there were but two comparatively crude 
achines — the latest show filled the hall and even 
truded upon the model flying area, several of 
e model flyers, disobeying their rudders, flew 
to the big machines lilce angry hornets and tore 
nts in their fabric. 

Two of the large aeroplanes exhibited had ac- 
iilly flown and attracted a large amount of in- 
•est on that account. They were the Curtiss- 
rring of Whipple Hall of the Pacific Aero Club 
d the beautiful large monoplane of George 
ose of the Pacific Aero Clul). The latter has 
t made extended flights, but is reported to have 
ared the ground for a short distance. 

The exhibits composed foiu- full-sized aero- 
nes (three monoplanes and one biplane), a bal- 
n, a dirigible, gliders, models, kites innumer- 
propellers. supplies and aeronautic acces- 
•ies and a United States signal corps portable 
reless set. 

A. novelty on the Curtiss was the .'Vft. exten- 
n of each end of the upper planes, as shown 
photo. This was an idea of Mr. Hall's : he 
ims that the additional surface (80 ft.) permits 
much slower speed in rising. The short beams 
wing bars fit into the end sockets and a bracket 
ces them to the end strut. 
The little "Demoiselle" monojilane. also exhib- 

I by Mr. Loose, was the hit of the show, its 
all proportions being somewhat startling to the 
itor. The body (not imported) was equipped 

Mr. Loose with an extra pair of skids at the 
r of the planes. Power plant : A 4-cvlinder 

II engine of 35 h. p.. 138 lbs., driving a" Coffin 
rabolel" propeller, a small Curtiss type radl- 



August, igi 

Demoiselle Built By Geo. H. Loose. 

Gray and E. Speyer, R. Huglison and L. Schultz, 
and the Shaffer Aero Manufacturing and Sup- 
ply Co. 

Kites, including a Philippine war kite, used as 
a target at 600 metres, were displayed at one end 
of the hall, while at the other were the large 
number of models. Several of the well-known 
"parabolel" propellers were exhibited by A. Coffin. 

The Pacific Aeroplane and Supply Co. exhibited 
several samples of fine work in wing construc- 
tion. ^, , ^ 

The Shaffer Aero Manufacturing and Supply Co. 

had a large exhibit of aero supplies, includin 
gliders, wheels, tires, propellers, wire, laminate 
ribs, tanks, etc. The .\eronautics stand by tl 
above company was visited by many of its westei 

The Pacific Aero Club reception room and bool 
were well crowded ; many new members ha\ 
joined since the show. 

William Kreling won the glider cup. His glidi 
was a beautiful machine "de luxe." 

Model contest winners were Waldo C. Brow 
Fred Hotchucr and Harold Willots. 

Shaffer iVeroMf^& Supply Co 

WHITEHEAD MOTORS. :^-m m^_ ji 


Aeronautic Calendar for U. S. 

.Tuly 9-16 — Toronto. Can., aviation meet. 
.July 16-17 — Grand Rapids, Mich., J. C. Mars. 
July 16-17 — Decatur, 111., Chas. F. Willard. 
July 23-28 — Omaha, Neb., G. H. Curtiss, O r. Th 
Wrllniid, J. C. Mars, M^iloriY Eh 

Aug." «-6— Pittsburg. Pa.. .T.'^ C. 


Aug. 12 — Indianapolis, Ind., balloon race. 

Sept. 5-10^ — Lincoln, Neb., exhibition flights by 
Wright aviators. 

Sept. 5-10 — Hamline, Minn., exhibition flights by 
Wright aviators. / 

Sept. 12-16 — Milwaukee, Wis.,/ exhibition with 
one Wright machine. 

Sept. 17 — Indianapolis, Ind., elimination race 
for Gordon .Bennett balloon racfi^, i ■ i 

exhiliition flights I' 

Sept. 10-24 — Detroit, Mich., Wright exhibitic 

Sept. 26-301 — Trenton, N. J., exhibition fligh 
by Wright aviators. 

Oct. 1-8 — Springfield, 111. 
Wright aviators. 

Oct. 3-8 — Sedalia, Mo., exhibition flights 1 
Wright aviators. 

Oct. 8-13 — St. Louis, Mo., Aero Show. 

Oct. 15-2.3 — Mineola, N. Y., Gordon Bennett an 
other aviation contests. 

Oct. 17 — St. Louis, Mo., Gordon Bennett balloo 

Dec. 1-8 — Chicago, 111., aeronautical exhibitio 
of A. C. of Illinois. 



August, I pro 

I Chronology of Foi- | 

i t 

I :: eign Happenings :: I 

^ €> 

June o. Jlaruel llanriot, aged 15, flew a Han- 
riol monoplane cross-country, Betheny to Moiu- 
melon, 35 kil. 

June 5. Capt. Burgeat, i^^rench military iTyer. 
using an autoinette, tiew i hv. 5 m. at Moui- 
melou and over surrounding country. 


June U. The Anjou meeting closed this day. The 
total distance flown by six aviators was l,40;j.4 
liils. (871.5 miles). t^ommer machines Hrst and 
second ; Farmans ihird and fourth ; Blerlots tilth 
and sixth, (.'veatest distance flown without stop : 
.Martinet (H. Farmani, 1B8.2 liil. ; Paillette (Som- 
uier), l-!5.y kil.; Dickson (,H. Farman), y8.7 kil.; 
Lcgagneu.x (Sonmier), 97.8 kil.; Aubrun (Blerlot), 
MM kil. $8,S()(> in prizes divided. Martinet (11. 
Farman; won Angers-Saumur cross-country race 
(42 kil.) in ol m. 35 s. (4'J.5 m. p. h.). 

June 7. Marcel llanriot tiew back to Betheny 
accompanied by M. Xiel in a Voisin, and Lieut. 
Fequent and Cap(. Marconnet in a Farman. The 
first two landed at Betheny, while the other, Jjear- 
mg the oflicers, went on, over Rheims and back to 
Chalons, covering 98 kil. in 1 hr. 37 mln. 

June 8. Leon Morane (moditied Bleriot XI 
fitted for two people) flew cross-country, Issy to 
Toury, with stop at Etampes, 93 kil., in 72 mlns. 
Hying time. 

Verstraten (Sommer) carried a passenger for 55 

June 9. Lieut. Bellenger flew a H. Farman 1 
hi-. Mourmelon. 


June 9. Capt. Marconnet and Lieut. Fequent, 
two military pupils using H. Farman machines, 
rt>'W from Chalons to Vincennes, 1(>0 kil., time 
2 hr. 30 m. With oil and gas the weight carried 
was 462 pounds. Capt. Marconnet held the map 
and took photos. 

June 10. Dubonnet (Tellier) flew 120 kil. at 
Juvisy track. 


June 11. Leon Morane (Bleriot) beat the 
world's monoplane passenger record, flying in a 
circle over Toury for 1 :30 :00. 

June 11. At Juvisy meet, Dubonnet flew 65.36 
kil. in 1:14:00; Didier (H. Farman), 57.8 kil. in 
1 :04 :00. 


June 11. Budapest meeting closed. Total time 
10 machines flew, 50 h. 16 m. 48 s., and still 
other machines flew not entered for duration 
prizes. This time runs from more than 12 hrs. 
for Nicholas Kinet (IL Farman) to 2 hrs. lor 
Mme. de la Roche. Longest flight without landing 
prizes awarded as follows: Wagner (llanriot), 
2:03:46; Illner (Etrich), 1:45:40; N. Kinet (H. 
Farman). 1:44:50: Wachalowski (II. Farman), 
1 :13 :29. The greatest distance in one flight was 
137 kil. bv Wagner. 

June 12. Capt. Marie (H. Farman) flew for 
1 :10 :0G and 1 :05 :00 on the same day. 

June 19. The German Clouth airship sailed 
from Cologne over the French and Belgian fron- 
tiers unnoticed, landing at Etterbeck, near Brus- 
sels, Belgium. The distance covered was about 
125 miles and the duration 5 h. 20 m. 

June 20. Labouchere (Antoinette) flew from 
Mourmelon to Betheny. Recently while carrying 
a companion, at Chalons, Labouchere proposed a 
drink and proceeded to fly to a cafe at Mour- 
imelon. Served, the return was made to the 


Passenger car of the " Deutschland" Airship 

Sommer has delivered his first military aero- 
plane to the French army alter a demonstration 
flight of 2:10:00. 


June 20. Leaving Friedrichschafen the new 
aerial liner "Deutschland" (Zeppelin VII.) sailed 
to Dusseldorf, a distance of about 311 miles, the 
trip lasting 9 hours. Count Zeppelin was in com- 
mand, and there were a dozen others on board. 
The new Zeppelin is similar to its recent prede- 
cessors, except that there is an inclosed gangway 
connecting the two cars and between them is the 
compartment for passengers. The walls are of 
mahogany covered aluminum and the furniture 
consists of wicker chairs. The length is 148 m. 
(485 ft.) and 14 m. in diam. The capacity is 
19.000 cu. meters. 

June 21. Tab«;teau (M. Farman) flew 1:14:00 
at Buc. covering about 108 kil. over nearby towns. 

June 23. Lieut Fequent flew from Issy to Vin- 
cennes on his H. Farman. f ^y \. 

June 24. The "Deutschland" undertook its Arstp. U^ ^ 
regular passenger trip, with a crew of 12 and 20 \i'^^ 
passengers. Throe hours were spent cruising ^ "^ 
around Dusseldorf. During part of the time there 
was wind and rain, but the elements seemed to 
have no bad effect. 


June 25. Rouen meeting closed. The total mile- 
age flown was 2775 miles (4469 kil.) divided 
among various machines as follows : IT. Farman 
1095, Bleriot 900s -Vntoinette 713, Tellier 507. 
llanriot 489, Demoiselle 261. Sommer 411. Brcguet 
36. Voisin 57 kils ; $30,654 distributed in prizes. 
The greatest total of flights by one man was 464 
miles, bv Bertram Dickson. The longest distance 
flown without stop was by Dickson (II. Farman), 
141 kil., in 2 :2T :44. 


June 28. The Deutschland. carrying a crew of 
1-^ and 21 passengers, left Dusseldorf for a 3- 
hour trip. One of the propellers stopped after 2 
hours, and a storm rapidly came up. Findmg It 

L ; 



August, ipiO 

impossible to reach Mnnster, Osnabruck was made 
for. but as the ship had been in the ajr 9 hours, 
tlie gasoline supply gave out, and left the vessel 
at the mercy of the storm. It finally settled down 
on the trees of a forest, and the passengers es- 
caped with their lives. 

June 29. Lieut. Savoia made a cross country 
flight of 40 miles from Centocelle, Italy, and the 
day following one of 22 miles in his H. Farman. 

June 30. S. F. Cody tested his new biplane. 
The twin propeller system has been abandoned. 
Two engines have been fitted to drive a single 
propeller. Either can be operated individually. 
After making two circuits of Laffan Plain a gust 
of wind caused the machine to fall, and Cody 
vi'as pinned unconscious in the wreckage. The 
two engines are of the 50 h. p. 4-cyl. Green type. 

Jllne .30. Labouchore (Antoinette) and C. L. 
W^achter^ (Antoinette) flew from Mourmelon to 
Betheny for the meeting there. 

July 2. The Wolverhampton. England, meet 
closed. Grahame-White ( Farman ) was longest in 
the air in one flight, 1:15:38: L. D. L. Gibbs 
(Farman) second with 1 :13 :5. 

$5,000,000 FOR AVI.\T10X. 

July 2. The Italian Chamber of Deputies has 
granted about .$5,000,000 for construction and 
maintenance of aeroplanes and airships. 


July 3-10. Seventy-six entries in the Rheims 
meeting. Monoplanes entered, 29. Leblanc, 

Latham and Labouchere were picked to represent 
France in the international at Mineola, L. I. In 
Leblanc's flight he broke the 5, 10, 50, 60, 70, 80 
and 90 kil. speed record. 


July 8. Baroness de la Roche met with an 
accident at the Rheims meet, suffering severe in- 
juries. She had apparently become unnerved by 
the close passing of two other aeroplanes. One 
of the passing aeroplanes flew directly over her, 
and it is thought that the draft from its pro- 
peller made trouble for the baroness. 


July 11. Grahame-White flew a distance of 
901/2 miles in to the Bournemouth aviation grounds 
where a meet was in progress, in 2 hours 35 min- 
utes. On .July 7 he started from Loudon to make 
the entire distance, but an accident compelled him 
to land after going but a short distance. 


J. A. Drexel made two ascents on July 11 at 
the Bournemouth meet of 1950 and 2493 feet alti- 
tude in his Bleriot. On June 20 he went up ti> 
1070 feet. 

New Prizes Abroad. 

The London Daihj Matt has announced the con- 
ditions for its new .$50,000 prize. The contest is 
open to the entire world, to be held the second 
week of July, 1911. The winner will be he who 
starts from a fixed point near London and com- 
pletes a l.OOiO mile course laid out over various 
cities iii England and Scotland, and making a 
complete tour of Great Britain. 

The Automobile Club of France offers a $30,000 
"(Jrand Prize" for an aeroplane flight from Paris 
to Brussels and return, divided between the three 
who cover the course in the fastest time before 
January 1, 1911, the machine to carry two people, 
or two with ballast enough to make up a weight 
of 150' kgs. Must be made within 36 hours, start- 
ing from Issy. One descent at Brussels is obli- 
gatory. To take not more than 3 hours. 

$10,000 is offered for dirigibles over a course 
Paris to Rheims and back, given to the pilot 
making the best time before January 1, 1911. 
Start and finish at Vincennes. One descent obli- 
gatory at Rheims, where an extra passenger must 
be taken up of a weight of 75 kgs. Duration of 
landing counts as part of the time. 

M. Lazal-e Weiller, who was connected with the 
French Wright Syndicate, has offered the Wal- 
Minister of France a $5,000 prize for a dispatch 
carrying competition lietween military aviators, 
carrying a passenger. 

The H. Farman instruction biplane covers prac- 
tically every day a total distance of 200 kils. with 
two on board. 


Henri Fabre. with a monoplane of 50 h. p.. 
Gnome engine, mounted on 3 hydrocurves, has 
been able to fly a distance of 5 kils., rising and 
alighting on the water. The speed attained was 
100 k. p. h. The speed is 14 m. 

One hundred and eleven aviation pilots here 
received licenses from the Aero Club of France. 
These are divided among various makers of ma- 
chines, as follows: iMme. de la Roche is the 
sole woman pilot.) 

Bleriot 24 ; Curtiss 2 : R. F P. 1 ; II. Farman 
30; Voisin 15; M. Farman 1; Wright 10; Antoin- 
ette 9 ; Demoiselle 2 : Sommer 4 ; Hanriot 2 ; Tel- 
lier 1 ; Nieuport 1 : Breguet 1 ; Sanchez-Besa 1 : 
Goupy 1 ; Unnamed 6. 

Aeroplane and Airship Casualties. 


June 18. Thaddeusi Robl, ^ho learned to fly a 
Farman, was killed at Ste-tWif, (Jermany. The wind 
was blowing and no aviator would fly. The crowd 
became angered, and called for Robl. who at- 
tempted a flight. Descending from a height of 2(io 
feet, a gust caught him and he was buried undi'r 
the wreckage, with his neck broken. He expired 
in a few mom^nt_s^ 

i^achter's^eroplaxe falls. 
At the of> T^ing trTan aviation meet at Rheims, 
July 3, Chas. Louis Wachter met his death in an 
Antoinette aeroplane. The wings seemed to fnld 
u]). letting the machine drop without resistance to 
the ground from a considerable height. 

Oscar Erbsloh 

DIRIGIBLE explodes. 

On July 13. Oscar P^rbsloh, the winner of the 
Bennett balloon cup at St. I.,ouis. 1907, with four 
companions fell from the non-rigid dirigible "Erbs- 



loh" when it was at a height of over 900 feet 
The cause is stated to be the bursting of one of the 
ballonets. It is thought possible that the expan- 
sion of the gas at the high altitude caused the 
bag to burst. 

The airship had a cubic volume of 290O cubic 
meters, was 53.2 meters long and 10 m. diam., 
driven by a 125 h. p. Benz motor. The speed was 
29 m. p. h. and could carry 6 people. The pro- 
peller was forward, of 2 blades, and 4.5 meters 

DE-Vjat—ttF ROLLS. 

The Hon. C. S/Roll^ met with his death at 
Bournemouth, Eng.>sjjil^l2, while flying his Short- 
Wright machine in a contest for landing nearest 
to Si predetermined spot. Just what happened it 
is impossible to determine at this moment. The 
motor had been shut down previous to the glide 

The Hon. C. S. Rolls, son of Lord and Lady 
IJangattock, has been one of the foremost in aero- 

Augusi, igio 

nautic sport. When the automobile came into 
being ho was an ardent supporter, winning several 
races. He has made more than a hundred balloon 
ascents, and last ,year took up the aeroplane. 
Recently he jumped to the front with hour flights 
and more, crossing the English Channel and re- 
turning without stop. 


Sept. 17, 1908, Lieut. T. E. Selfridge, at Wash- 

Sept. 7, 1909, E. Lefebvre, Juvisy, France. 
Sept. 22, Louis Perber, Boulogne, France. 
Dec. 6, A. Fernandez, Nice, France. 
Jan. 4, 1910. Leon Delagrange, Bordeaux, 

.Vpr. 2, Hubert Leblon, San Sebastian, Spain. ^yf ^T 

May 13, Hauvette Michelln, Lyons, France "s*-^^^ 

June 18. Thad. Robl, Stettin, Germany. ^^--^ 

July 3, C. L. Wachter, Rheims, France. ^---^ 

, Zosely, Budapest. , ^-'"'^ f 

jAd¥-4fi , Dankl Kiiiet.,Di ubseKs, Belgium. ' l'Vsj'i/->rJ ^y\J vJLA 

• ' - - - ^ X . V ^ ^ ^ » , ' ~ A y ^-— 

■«< — eV "^^ -'i.S'lK 

"Cl.^ !/.£ 


Henry Farman has begun trials with a new 
monoplane. The spread is 23.6 ft., depth 6 ft. 6 
in.; the tail measurements are 9 ft. 10 in. by 
3 ft. 3 in., and the overall length of the machine 
is 26 ft. 2 in. The supporting surface is practic- 
ally 190 sq. ft. So far as can be gathered from 
examination, the wing curvature is the same as for 
the standard biplanes. The tail is 9.8 ft. by 3.28 
ft. The total weight of the new machine is given 
as 6G0 lbs. 

Lateral stability is secured by two ailerons of 
the familiar Farman type. The Farman is the 
only successful French monoplane employing aile- 
rons, the Antoinette having abandoned them in 
favor of flexing the wing, Bleriot, Tellier and Han- 
riot never having employed them. The horizontal 
tail member has one half of its surface fixed 
and the rear i)ortion hinged to form an elevator. 
On the more recent biplanes the extremity of the 
upper tail member has been made pivotable, to 
operate in conjunction with the front elevation 
rudder, but this movable surface was only about 
one quarter of the whole ; on the monoplane it is 
half the depth of the plane. The rudder is 
mounted entirely above the horizontal plane, and 
had ahead of it a triangular shaped pin. 

The fuselage is a triangular structure imited at 
the forward end by steel girder work in the form 
of a cross, the center of which serves to receive 
the mounting of the fixed shaft of the (inome 
motor. The four main frame members are united 
by suitable stanchions, and trussed with piano 
wire; they ar»> not united at the rear. The wings 
are not mounted directly on the fuselage, but i\rc 
carried almost two feet above it. This places the 
pilot, the motor, and the petrol and oil tanks on a 
lower plane than the bearing surface. A trian- 
gular structure receives the wings, and at the 
same time serves for the attachment of the run- 
ning gear. 

At right angles to the longitudinal frame mem- 
bers are two vertical members, attached to the 

Vhotn hii F.ihrin Levick, N. Y. 

steel girder work on the fore end of the fuselage, 
and mounting aliove the level of the wing and 
descending considerably below the level of the 
frame. From the lowest point of these two "up- 
rights are two similar members inclined towards 
the rear, attached to the two longitudinal members 
of the fuselage, and receiving on their upper ex- 
tremities the rear transverse girder of the wing. 
This, as can readily be seen from the illustration, 
forms a triangle— or really two triangles, one at 
each side of the fuselage — the apex of which is 
near the ground, and receives the axle of the 
running wheels and the base above the main 

The rear plane is mounted directly on the fusel- 
age, with the hinged portion overhanging in order 
to allow free movement. The rudder and fin are 
mounted above the fuselage, and consequently 
above the horizontal plane. There are neither 
shock absorbers or skids, the aeroplane starting on 
two small diameter pneumatic-tired wheels mount- 
ed on a steel axle passing through the points of 
th<' two triangles already described. Towards the 
rear of the aeroplane is a simple type of skid to 
prevent the tail from trailing On the ground. The 
|)ilofs position is within the fuselage, just to the 
rear of and below the level of the wing. 

The fuselage is not encased. The motor, of 
course, is in the usual position ahead, overhang- 
ing the extremity of the fuselage. It is the stand- 
ard type of Gnome, with a two-bladed Chauviere 
propeller. Placed below the level of the wings, 
the jiilot has the advantage of being able more 
correctly to estimate his distances for landing 
than is possible when carried slightly above the 
wing level. Furth(n-. this advantage is gained 
without any loss of protective material in case of 
a rou-rh handling, there still being the motor and 
half the length of the fuselage ahead, the wings 
on each side, and the running gear below, to 
take the shock before the pilot can be reached. 
The machine's first appearance in competition will 
be interesting. 



August, 10 id 


International Aviation Tournament at 

The national and international aviation meet- 
ing for lyio will be held near Mineola, L. I., 
about one mile east of the present aviation field, 
beginning Oct. 15 and closing Oct. 23. The inter- 
national speed contest for the Gordon Bennett 
trophy will take place on Oct. 22. 

For this contest there will be at least 11 com- 
petitors — three from France, three from England, 
one from Italy and three from America. Elimina- 
tion races for the selection of the French team 
were held in Rheims, July 5, when Latham, Le- 
blanc and Labouchere were chosen. Latham uses 
an Antoinette and the other two Bleriots. 

Grouped about the international speed champion- 
ship contest will be an interesting program of 
events, including many novelties and extraordinary 
feats for aeroplanes. This program is now being 
arranged, and will be announced as soon as pos- 
sible. Cash prizes amounting to about $50,000 will 
be awarded for the most important achievements, 
with several special prizes for other events. 

Contracts are soon to be awarded for the build- 
ing of the grand stands, aerodromes, etc., and 
the field, two and one-half miles in length by 
one mile in width, is now being put in proper 

In addition to the regular challengers for the 
International trophy, it is expected that a large 
number of foreign and American aviators will take 
part in the general program. Inquiries have al- 
ready been received from many European aviators, 
and no doubt many machines will actually fly over 
the course during the meet. It has not yet been 
determined who the American cup defenders will 
be, but it is expected that Glenn H. Curtiss. win- 
ner of the trophy last year, will be one of the 

Lawrence L. Gillespie of the Aero Club of 
America, chairman of the subscribers' committee, 
reports good progress in raising the $250,000 neces- 
sary to finance the meeting. The committee has 
appointed Gage E. Tarbell as general manager and 
Byron R. Newton as assistant manager, with offices 
at 320 Fifth Ave. Announcement of the prizes 
and program will soon be made. 

Aviation Treaty Between Mexico and the 
United States First of Its Kind. 

By E. L. Ramsey. 

THE Foreign Office confirms the statement that 
negotiations are under way for the celebra- 
tion of a treaty between Mexico and the 
United States for the purpose of regulating aerial 
traffic over the border line of the two countries 
with the special view of preventing smuggling. 

So within a short time it will be illegal for an 
American to visit Mexico in an aeroplane or dirig- 
ible balloon, because it would violate the treaty 
which is being negotiated between the United 
States and Mexico. 

Charles K. Hamilton has already crossed the 
Rio Grande at Ciudad Juarez and El Paso in an 
aeroplane, and the long fliglits that are now being 
made are sufficient notice that such events will 
not be remarkable in the future. This makes It 
necessary for the two governments to extend the 
provisions of their treaties regarding immigra- 
tion and the collection of customs duties so that 
inspections may be made In the interior as well 
as on the border. 

The officials of the State Department have made 
many favorable comments on the advantages to 
be derived from such a treaty. 


Joseph Hidalgo and Sparks M. Berry, of Los 
Angeles, have made proposals to take part 
in the centennial celebrations in Mexico City this 
tall. They propose to bring a number of aero- 
planes, with expert aviators, dirigible balloons and 
several aerostats. This has given rise to new 
hopes on the part of Governor Lie Landa y Es- 
candon of the Federal District to make this one 
of the drawing cards of the event. 

The matter will be discussed by the national 
centennial committee, of which Mr. Landa y Es- 
candoa is the president, at the next meeting, and 
no reply will be given to either of the proposals 
until then. 

Terms of Chicago-New York Fhght An- 

Dates have been set for the contest to be held 
under the auspices of the New York Times and the 
Chicago Evening Pout from Chicago to New York 
for a prize of $25,000. The race will start Oc- 
tober 8 from the Windy City. 

A resume of the conditions follows : Enti-ies 
may be made at any time after publication of the 
terms. There must be at least ihree competitors 
or no race. The start shall be 10 o'clock a. m., 
or as soon thereafter as may be, and shall be 
simultaneous, if possible. In case of uad weather, 
the start may be postponed from day to day until 
Oct. 15. Each entered machine must be in Chi- 
cago by Oct. 3 and give daily trial Uights until 
start. The race must be finished within 168 
hours from the start. Stops unlimited. Each en- 
trant must have a verified record ot one hour s 
continuous flight in Chicago between Oct. 3 and 8. 
Repairs may be made en route, but aviators must 
finish in the same machines they make the start. 
If the start is simultaneous, the lirst machine that 
reaches the finish vk'ithin the rules will be ad- 
judged winner, but in case the entrants start at 
intervals, due allowance will be made. A flight of 
equal or of greater length than the proposed course, 
prior to the race in this country, shall serve to 
invalidate its terms. The promoters of the event 
reserve the right to delegate the management of 
the affair to a recognized aeronautical society if 
such a course is deemed advisable. 

Public school 77 of New York celebrated a 
"safe and sane" Fourth by having a free balloon 
ascension in addition to kite contests. It was not 
intended to be of the free variety, but the bag 
took charge of itself and sailed over to Mas- 
peth, L. I. 

An 18-ft. balloon was furnished by A. Leo 
Stevens and a generating plant was installed in 
the Central Park yard at 97th St. After infla- 
tion was complete, the balloon was guided over 
and under trees in a brisk breeze, up Eighth Ave. 
to lOGth St., sustaining small holes in the Journey. 
These were patched up, and the balloon, decorated 
with flags, was sent up at the end of a 2,0O0-ft. 
rope. In pulling the balloon down in the late 
afternoon, the rope broke and the balloon slowly 
went out of sight. Not being quite full, there 
was ample opportunity for the gas to expand. 
When found, it showed signs of having burst 
at a great altitude. 

Cliftou O'Brien of the Pacific Aero Club is 
flying a Farman type biplane with a 60 k. p. Hall 



August, 19 10 

St. Louis Aero Show. 

That exhibits of complete aeroplanes and motoi's 
built expressly for aerial use will be the feature 
of the St. Louis National Aero Show, in the 
Coliseum, Oct. S to i;!, is now assured by con- 
tracts for floor space which have been made by 
several well-known coneoms, among them the 
agents for the Gnome motor, to which Paulhan 
and L'arman attribute much of their success. 

Complete aeroplanes and a new aero motor will 
be shown by the Aerial Navigation Co. of Girard, 
Ivans. This concern has already completed three 
machines of the same type, which are reported to 
have been sold, and has now constructed three 

The Aeromotion Co. of America (St. Louis j has 
taken space in which to exhibit the Gnome motor, 
and lias reserved additional room for exhibiting 
two types of foreign-made aeroplanes for the 
agency of which they have about completed nego- 
tiations. Marc Seguin of the Aeromotion Co. 
cabled to the t'rench house of Gnome motors before 
taking space and learned that the company could 
furnish a motor for exhibition at the time of the 
show. It will probably be the tirst Gnome motor 
siiowu in St. Louis. 

Another type of rotary motor, which works upon 
practically the same principle as me r'rench-made 
Gnome, will be exUioited by the nolmes Kotary 
Motor Co. of Denver, Colo. The western Oil 
i'ump and Tank Co. (St. Louis j has tauen space, 
and will exhibit its regular line ol laniis and self- 
measuring pumps, but in addition 10 this, it is 
rumored that this company will show something 
novel in the way of an aei-ial accessory which will 
be of considerable importance to airmen. 

The Aeronautic Supply Co., which has just 
opened a store on Olive St. ia the heart of the 
automobile district, will be another St. Louis ex- 
hibitor, showing practically everything for the 
construction of complete planes as well as the tin- 
ished machines. Tuis concern has already placed 
St. Louis in an important position as far as the 
aeronautic industry is concerned. It was the first 
aeronautic supply house in America, and it is said 
that its present number of clients is 3,000 people, 
embracing the entire country, Canada and Mexico. 

The eight or ten airmen about to take part in. 
the novice meet of the Aero Club of St. Louis are 
very much interested in the coming aero show, 
and have expressed their intentions to have ex- 
hibits there, provided they are successful in their 
work this summer. 

Hamilton Tries Two Cycle Engines. 

Charles K. Hamilton, who has split with Cur- 
tiss, has borrowed for temporary use the Curtiss 
type aeroplane built by Fred Shueider for G. E. 
DeLong of the Elbridge Engine Co. of IJochesier, 
and expects to use it in demonstration flights at 
Mlneola until his own high-powered racing ma- 
chine is completed, which will probably be the 
lirst part of August. The De Long machine is 
equipped with an Elbridge two-cycle 40-t;0 h. p. 
engine, Bosch magneto and Requa-Gibson pro- 
peller, El Arco radiator and Harttord tires. This 
is the same machine which Dr. Greene flew at 

C. W. Bennett, who was associated with Messrs. 
Wilcox. McDonald and Carruthers in getting up 
the Montreal meet, h,as disposed of his interests 
and has joined hands with the Aviation Co. of 

The Aviation Co. of Canada has been organ- 
ized with oftices at 201 St. Catherine St.. Mon- 
treal, with the primary object of promoting so- 
called "meets," supplying fairs, etc., and has 
secured representation in the maritime provinces 
and the west. 

John McGovern on June IT delivered a panegyric 
an hour and a half in length, entitled "The United 
Brethren. Wilbur and Orville," at the Press Club 
of Chicago. 

Rules for $15,660 Prize. 

The rules for the Edwin Gould $15,000 prize 
have been formulated, and are, in short, as fol- 
lows : 

For the most perfect and practicable flyer 
designed and demonstrated la this country, 
having two or more power plants, capable 
of working independently or in conjunction. 
File compleie specitications and drawings 
with contest committee, Scientific American, 
361 Broadway, New lork, on or before June 
1, 1911. Contest takes place July 4, 1911, - 
and following days. Two machines must 
enter or no award. -^ 

Before competing, applicant must have 
made flight at least one hour, using but one 
power plan-t,_iuid must also in same flight 
drive engines alternately and together. Open 
to any gasless apparatus. No entry fee. 
Location of place of trial to be announced 
about June 1, 1911. 

Kite Contests at Mineola. 

Edward Durani is directing kite flying and 
model contests every Saturday at Mineola. Two 
score boys started the rtrst of the series on July 
•4th for a cup ofl'ered by Mr. Durant. At the end 
of an hour many of the kites had escaped and 
the contest was brought to a close. The three 
prizes went to Frank Krug, John Kinsella and 
Carl Morehouse respectively. 

Pennsylvania Club Has Grounds. 

The Pennsylvania Aero Club is building six 
sheds at Clementon, N. J. Edward Augsberger is 
working on his machine in one shed, the Lesh 
aeroplane belonging to Herbert Ilazzard is another 
and Louis Bergdoll who bought a Bleriot some 
time ago will probably use another shed. A meet 
is in anticipation for the Fall. 

Armour Institute's Aero Course. 

The rapid development of aerial navigation has 
led the Armour Institute of Technology to offer 
instruction in the more important branches of 
this subject. The object of the course is to pre- 
pare students for experimental and practical work 
in aeronautics. 

The elements of what is known of the scientific 
principles upon which the art of flying is based 
are taught. Students are made aciiuainted with 
the work and results of the principal experiment- 
ers ; and also with the methods of construction 
now used in successful air ships and aeroplanes, 
including motors. These courses are elective and 
open to Juniors and Seniors of all departments. 

The subjects of instruction are : 


The work in this subject includes the study of 
fluid resistance, stream line forms, the economics 
of flight, the theory and efficiency of the screw 
propeller, and experimental aerodynamics. Pub- 
lished accounts of experiments, including the latest 
available, are drawn upon for data on which to 
base mathematical studies of the problems of 

Text-book : Lancaster, Aerial Flight, Vol. I. 
Aerodi/nainicf<, supplemented with lectures. 

Two hours per week during the second semester 
of the Junior year. 


The studies include the stresses in the principal 
tvpes of balloons, air ships, and aeroplanes now 
in use ; and the designing and detailing of these 

Lectures with problems assigned for solution 
I)v the students. 

' Two hours per week during the first semester of 
the Senior year. 


Elementarv theory, construction, and practical 
working of ligbt weight gas engines. 

Two hours per week during the second semester 
of the Senior year. 



August, igio 

Death of A. L. Pfitzner. 

Ai L. Pfitzner, who was employed by G. II. Ciir- 
tiss to design the present 4-cylinder Curtiss engine, 
then building and flying a monoplane of his own 
and later experimenting with the Burgess aero- 
plane at Marblehead, Mass., on July 12, went out 
in a boat and shot himself, falling into the water. 
The boat was found adrift. In it was his hat 
and coat and a note asking the finder of the boat 
to return it to its owner. The reason for his act 
is thought to be despondency. His loss is keenly 
felt by all those who knew him. 

Mr. Pfitzner had been fairly successful in flying 
the Burgess aeroplane, and had made numerous 
flights on his own machine, as recorded in Aero- 
nautics. On July y he made a flight of about ."J 
miles. When directly over the river at IMum 
Island, where all of the flights are being made 
with the Burgess machine, a gust of wind hit the 
machine and both the aviator and the aeroplane 
landed in the water. 

On July 8 he made a flight of a couple of miles 
and then landed, due to the overheating of the 

Meets Death in Glider. 

Eugene K. Speyer, of San Prancisco, Calif., a 
young lad student, who with his "pal," Carlton 
Gray, had built a biplane glider, was killed on 
June 1 during his first experience at gliding, 
while towed by an automobile. Evidently fright- 
ened by the speed and a contrary gust of wiud, 
he turned his front rudder down and the machine 
hit the ground and turned a somersault, breaking 
the boy's ribs and resulting in his death a few 
minutes later in the hospital. Speyer was quite 
insistent on being the first to try the machine 
and would not even toss a coin for choice. 

The Wright Suits. 

New York. July 1. The U. S. Circuit Court 
of Appeals yesterday denied the motion on behalf 
of the Wright Company asking that the Curtiss 
concern put up a bond to protect the petitioner 
from loss in the event of winning the patent 
suit. The petition sets forth the loss being done 
the Wright Company by the flights of Curtiss and 
Hamilton and others using Curtiss machines. In 
the last issue the dissolution of the injunction 
against Paulhan and Curtiss was announced. 

The suit against Saulnier has been dropped as 
he left the country. Pressure of work that has 
seemed more important has prevented suits being 
brought against Harmon and other alleged in- 
fringers but the matter is not being held open 
awaiting final decision on the original suits. The 
Wright Company in the near future will proceed 
against every infringer who is injuring its busi- 

The Wright Co. hns filed a demurrer to the 
action brought by Charles Lamson alleging in- 
fringement, stating that the bill of complaint 
does not show whether the infring-emeiit was com- 
mitted by the defendants jointly or severally, 
and that it does not aver execution of the letters 
patent according to law. 


Oberlin College has conferred upon Orville and 
Wilbur AVright the degree of Doctor of Laws. 

Balloon Races Off. 

The balloon race scheduled at Peoria, July 5-0, 
was called off. A storm upset the plans for the 
St. Louis race on June (J-T and the balloons had 
to be deflated to save them. 

Octave Clianute, who was taken ill in Paris 
last month, is reported in a cablegram to his son, 
C. D. Chanute, No. G047 Jefferson Ave., Chicago, 
to be better. The message says : "No cause for 


TYPEWRITERS. — All makes. Caligraphs .^O.Do ; 
Hammond, Hensmore $10.00i; Remington .$fJ.(H); 
Oliver !i;24.00 ; Underwood $30.00. 15 days' frr, 
trial and vear's guarantee. Harlem Typewrit ii 
Exchange, Uept. F 18, 217 West 125th St., N.w 
York City. 

AEROPLANE — Position wanted by woodworkn 
and mechanic experienced in aeroplane and ga> 
engine work. DAVIS, care of Aeronautics. 

NO INFRINGEMENT — I am patenting des i t; 1 1 
of aeroplanes, with no vertical rudder, which 
does not conflict with Wright patent. Need mod- 
erate capital to build. ENPERIENCED, care of 

BALLOON FOR SALE— New, 35,000-ft. balloon 
in fine shape. Full equipment and instruments. 
Cost .fT50. What will you pay or trade? 
E T ' ( ; i: N i: brown, Peoria , 111. 

FARMAN AEROPLANE^ — ^For sale cheap. The 
identical Farnian aeroplane vvhicli won endurance 
prize at Rheims. France, for flight of over three 
hours. New ijower plant. J. W. CURZON, Haw- 
thome Aerodrome, Hawthorne, 111. 

PLANE CO., 15 Myrtle Ave., Brooklyn, N. Y. 

FOR SALE — One 110,000 cubic foot balloon, 
holder of world's speed record. Also one 40,000 
cubic foot balloon complete. Make offer. C. A. 
Coey, 1710 Indiana avenue, Chicag^o^ 

WANTED. — Capital to develop or construct 
"Man-Carrying Aeroplane," entirely original in- 
vention on new scientific principles. Patents 
granted in all civilized countries on miniature 
models which will be sent to interested parties 
for the price of one dollar. No other miniature 
flying machine stands comparison in its simplicity 
and stability of construction and wonderful ac- 
tion. Will flv under any condition of wind. For 
further information write E. EICHENFELD, No. 

11 South 7th St., Minneapoli s. M inn. 

MEC}IANICAL~ENGINEKR wishes position as 
charge over aeroplane building ; has 7 years' ex- 
perience in aei'oplanes, motors and experimental 
work. Address M. E., c. o. Aeronautics. 

Having developed a totally new device for auto- 
matically balancing and steering aerial crafts. I 
wish to co-operate with a party, willing to fuinish 
a few hundred dollars for building and demonstrat- 
ing the same in a flying craft of any make. 

This apparatus embodies principles and features 
of the highest importance and value, and will be- 
come fundamental and indispensable to aerial navi- 

Leading featui'es of the apparatus : 

Size 10 in. x 10 in. x 20 in. balances the largest 
craft, be it Wright, Curtiss, Bleriot, any dirigible, 

Possesses a positive, non-osciUutahle, vertical 
(fundamental requirement) controller at all times 
that is perfect, and will never and can never be 
radically changed or improved upon. 

Balances flying machines v^'ith their planes in 
tilted, warped, ascending, descending positions with 
utmost accuracy. 

.\11 steering mechanism combined in one hand 

Flying in horizontal, ascending, descending, di- 
rections, circular, spiral curves of any radius by 
predetermined action on this one hand-wheel with- 
oitt evei- interrupting the automatic balancing nj)- 

Patents applied for in several countries. An 
early demonstration of tliis invention, presented 
here without exaggeration, is the principal motive 
for advertising it. Address : 

2.318 Sixth Ave., Seattle, Wash. 
(.Continued on page 75) 



August, ipio 





Flying Machines: Con- 
struction and Operation, 
is a new book announced 
by the Charles C. Thomp- 
son Co., of Chicago. It 
will be ready for distri- 
bution June I. The au- 
thors are W. J. Jackman 
and Thos. H. Russell, 
both well known as 
writers on mechanical 
topics. Octave Chanute, 
C. E., a recognized au- 
thority on aviation, con- 
tributes a chapter on 
"Evolution of the Two 
Surface Flying Machine," 
which will undoubtedly be of interest and 

While many valuable works on aviation are 
in circulation, the preliminary announcement 
of "Flying Machines : Construction and Opera- 
tion," makes plain the fact that this is some- 
thing different. In the words of the publishers 
it is a "show how" book for novices who wish 
to construct and operate flying machines. With 
this purpose in view it is strictly non-technical 
and easy to understand. 

For sale by Aeronautics at $1.50 in leather; 
$1.00 in cloth. 

Les /Aeroplanes de 1910 by R. de Gaston, sec- 
retary of the French Society of Aerial Naviga- 
tion. Preface by M. J. Armengaud, and a 
study on propellers by M. V. Tatin. Librarie 
Aeronautique, 32 rue Madame, Paris. Price 4 

A technical study of the principal aeroplanes 
of 1910, usually showing drawings, which gives 
in brief space very complete data, figures, 
scales and comparative tables. This is a work 
of real value to the experimenter and to the 
student of aviation. 

The Sky-Man is the title of a new and ab- 
sorbing book just brought out by The Century 
Co., New York. A pleasure yacht goes up 
into the wilds of the frozen North, searching 
for some signs of a lost vessel which con- 
tains an Arctic explorer and his party. On 
board the yacht is a young girl. Jeanne Field- 
ing, the daughter of that explorer. Up into 
the same region of the North comes a young 
man, Philip Cayley. who has long been an 
outcast from civilization, because of a crime 
of which he was not really guilty. He has 
taught himself to fly with a pair of giant 
wings whose motive force is the muscular 
power of his own body. Wild chance and a 
quick succession of stirring adventures leave 
the "sky-man" and the young girl alone to 
fight privation and darkness through an Arctic 
winter. Of course, there is a villain in the 
case, a half insane Norwegian sailor, whose 

stealthy appearances make life miserable for 
Philip and Jeanne. 

It is a book which appeals to the imagina- 
tion — a story not sociological nor with a prob- 
lem in it, but of the kind of adventure that 
one finds in "Robinson Crusoe" and "Treas- 
ure Island." For sale by Aeronautics at $1.30. 

The Epitome of the Aeronautical Annual. Mr. 
James Means, who pul)lished the "Aeronautical 
Annual," in. 1895, 1896 and 1897, has completed an 
epitome of these volumes, all three numbers of 
the Annual being now out of print. Mr. Means" 
Annuals have been of great value to experiment- 
ers but are not so well known to present-day en- 
thusiasts. A vast amount of good information 
will be obtained from this boolj. The principal 
articles of the tliree previous volumes are in- 
corporated in tlie epitome, with several new ones. 
The article by Octave Chanute on "Soaring 
Flight." printed in Aeronautics for April, 1909. 
has been substituted for Mr. Chanute's two pre- 
vious articles in the Annuals. Prof. A. Lawrence 
Itotch lias written a chapter on the relation of 
the wind to aerial navigation, and the history of 
the Blue' Hill Observatory is given up to date. 
For sale by Aeronautics at .$1.12. 

Tlie Art of Ariation. by R. W. A. Brewer, a 
■•Handbook upon Aeroplanes and their Engine.*, "' 
with notes upon propellers. 8vo., cloth, 253 pp. 
fully illustrated with 12 large plates. This is 
a very practical book and will be of value to 
anyone who can make use of higher mathematics, 
although the theoretical is done away with. The 
tallies of weights lifted at various angles, wind 
pressures, etc., will be found of value. Contents 
include: Comparison of Monoplanes and Biplanes; 
Form, Support, Stability, Weight and Horse Pow- 
er: Herson's Machine; Engine Problems (This is 
quite exhaustive) ; Descriptions of Engines (Many 
engines are described in detail) ; Propellers, Rela- 
tion between Pitch Speed, Thrust and H. P. ; 
Efficiency of Propellers by Various Methods. Ta- 
bles ; Materials of Construction ; Details of Manu- 
facture; Successful Monoplanes: Biplanes: Wright 
and Voisin Compared, Tables of Leading Machines; 
Progressiva KicordS ; Art of Flying, Gliding, etc. 
Price. $:!..'i(t. from Aeronautics. 

IIou- to Build an Aeroplane. This is a new book 
translated from the French of Robert Petit by 
']'. O'B. Hubbard and T. H. Ledeboer. The author, 
who is an eminent French engineer, has made a 
personal stud.v of the method of adopting by vari- 
ous European manufacturers, and has tried to 
incorporate in the book such knowledge of methods 
adopted' by constructors as will be of benefit to 
those building. 

The contents include : General Prineinles of 
.Veroplane Design; Theory and Calculation (Re- 
sistance, Lift, Power, Calculations for the Design 
of an Aeroplane, Application of Power. Design of 
Propeller. Arrangement of Surfaces, Stability. Cen- 
ter of Gravity, etc.): ^Materials ; Construction of 
Propellers ; Arrangement for Starting and Land 
ing; Controls: Placing Motor, etc.; The Planes 
(Curvature, etc.); Motors. 

Le Constructeur de Pet its .Aernplanes, par M. R. 
Petit. A large pamphlet containing working plans 
of four small easily flown aeroplane models with 
(•omi)lete directions for their construction. Pub- 
lished at 30 cents by Librarie .\eronauti(|ue. :!2 
rue ^ladame, Paris. 

L'Aeroplane de I'.irenir. par Henri Pic(j. .\ 
brochure with drawings and plans of a freak 
aerial omnibus. Price 30 cents, at Librarie Aero- 
nauti(iue, 32 rue Madame, T'aris. 

The Art ,0/ Flyinfi, by Thomas Walker, is the 
third of the series of classics being i)ublished 
seriallv by the British .Veronautical Society. 
This may be had from King, Sell & Olding, 27 
Chancery Lane, London, England', at 30 cents. 



. August, IQK 

JL * 

t * 

v 4* 

The I 

* 2! 

I WrinrhtPnmnony I 







Dayton, Ohio 

Sole MakersCI 
and Exhibitors 
of the Famous 


|]TBoth 'planes 

jJand motors 

built entirely in 

our own factory 


Lighter Gas for Balloons. 

A new German invention of value for free bal- 
loons is reported by Consul Tbomas II. Norton of 
Chemnitz : 

Illuminating gas is foreed through long tubes, 
maintained at a very high temperature. Most of 
the carbon in the hydrocarbons is thus separated 
out and the percentage of hydrogen is largely in- 
creased, so that this gas constitutes 8U per cent of 
the modified coal gas. At the same time it is 
deprived almost entirely of its characceristic odor, 
and freed from the presence of benzine, which 
exerts an undesirable solvent action upon the mate- 
rials employee to render balloons impermeable. 
The most important change is that in buoyancy, as 
the specitic gravity sinks from 0.44 to 0.2i;5, or less 
than one-quiarter the weight of air. This means 
that 1 cubic meter of the new gas can support 
a weight of 1 kilo (2.2 pounds J. In coal gas, 1 
cubic meter supports 0.7 kilo. A balloon with a 
capacity of 7,000 cu. ft., when inflated with the 
new gas, has a lifting pow'er equal to that of a 
balloon of 10,000 cu. ft. charged with ordinary 
coal gas. 

Wellman in the Air Again. 

It has been announced that Walter Wellman 
and Melville Vaniman, who have made a numbi-r 
of attempts to reach the pole by airship without 
success, are now planning to sail from Europe to 
the States in the same ship, "America," used in 
previous expeditions. The London Telegraph and 
the New York Times are exploiting the attempt, 
agreeing to purchase all the news which Mr. Well- 
man can produce. 


The Buyers' Guide 

Trade Notes 


TO OUR FRIENDS— We itould appreciate it very 
much if you ivould specify in ivriting advertisers 
that you saw the ad. in AERONAUTICS. This 
will help us, and eventually be of equal service to 

4> •% 

The Call Aviation Engine. 

A decided refinement in aeronautic engine con- 
struction is that adopted by the Aerial Navigation 
Co. of America, with laeadrjuarters at Girard, 
Ivans., in the Call aviation engine. 

This is a regular opposed two and four cylinder 
engine of the usual four-cycle type, water cooled, 
G-in. bore by 5^/4 -in. stroke; the two-cylinder en- 
gine developing 50 horsepower and the four- 
cylinder engine developing 100 horsepower at 1,900 
revolutions per minute. 

It is in the cylinder and cylinder head con- 
struction that the chief point of interest lies. 

Even with the usual copper or other sheet metal 
water jacket, adopted by most aeronautic engine 
manufacturers to lighten the weight of iron cyl- 
inders, the great weight of cast iron either com- 
pels an unduly thin cylinder in order to keep 
down the weight, or, in case the cylinder walls are 
made of the requisite thickness for strength, the 
engine becomes very heavy. 



On the other hand, the employment of steel 
for cylinders, as has been attempted by certain 
manufacturers, both in tliis country and Europe, 
has not, to say the least, met with signal .success. 
Whether from the extreme thinness of the cylinder 
walls or to steel being less satisfactory in its 
bearing qualities than gray iron, engines of this 
construction, wliile giving satisfactory short runs, 
have failed in endurance tests. 

In the Call engine the cylinder walls, piston 
heads, valve cages, valve seats, as also all other 
iiarts exposed to the heat of explosion chamber. 
nre constructed' of a special liigh-grade vanadium 
uvnv iron, while tlie outer cvlinders and cylindcn' 

heads, comprising also the water jacket, are con- 
structed of a special high-grade alloy of aluminum 
and magnesium called magnalium. 

UnJike other constructions In which the use of 
an outer cylinder of lighter metal with an inner 
cylinder or bushing of gray iron has been at- 
tempted, it will be observed from the accom- 
panying illustrations, first, that the iron inner 
bushing is surrounded throughout its entire ex- 
plosion chamber length by the jacket water, with- 
out any intervenin'j- metal or joints, and. second, 
that no part of the lighter metal of which the 
outer cylinder and cylinder heads are composed is 
eyjiosed to the heat of explosion chamber. 

With proper water circnlation, all danger of 
the overheating of the outer cylinders is thus 
avoided, and the proper adjustment maintained 
between the relative heat conductivity and ex- 
pansive qualities of the two metals. 

The gray iron bushings are machined to a per- 
fect fit both inside and out. and are then pressed 
into the outer cylinder from the top. These bush- 
iii-;s are of ami)le thickness throughout the length 
(if explosion chamlier. and' below that are consider- 
ably reduced in thickness. .\s will be seen from 
Ihe accomiianying illustrations, an additional 
shoulder upon the inner cylinder at the top is 
machined to fit into a companion groove in the 
iragnalium cylinder in order to make a thor- 
oughly watertight connection, while the spiral 
uartitions of the magnalium water jacket extend 
inward to the iron cylinder, greatly strengthening 
it 1o resist the explosive stress encountered. 

By the use of this lighter metal for the main 
miter cylinder, enormous strength of construction 
is permitted without undue weight. The magnalium 
cylinders are. in fact, of sufficient thickness to give 
a tensile strength of something lik(> 150.000 lbs., 
while the cylinder base and cylinder heads are 
each secured by a dozen steel studs or cap screws 
% in. In thickness, having a combined tensile 
strength of 150.000 lbs. 

In order to further lighten the engine, the valve 
cages, which are also of vanadium gray iron in 
one piece, are air cooled above the level of the 
cylinder heads: while below this and around the 
valve seats they are most efficiently water cooled. 
The crankcase and' fittings not exposed to the heat 
of explosion chamber are also made of magnalium. 
similar to the material used for outer cylinders 
and cylinder heads, and the crankcase is thor- 
oughly braced and ribbed in such a way as to 
give enormous strength combined with minimum 

Having thus secured lightness in the heavier 
engine parts, there has been no attempt made upon 
the part of the designer to secure lightness by 
the use of freakish material and insufficient sizes 

August, igio 
Detroit Aeronautic L>onstruction C/O. 

Builders of Light Weight, High - Power 

(~\UR niiloi.'- ( oiubining compactness, simplicity and 
^-^ powei. are Ihe result of twenty years of practical 
gas engine construction. A card will bring our circular 
with lull description. 

Detroit Aeronautic Construction Co. fiRoKTciiK 

Four Cylinder 41^.1 x4^-> [: Four cylinder 5x5 in., Six cylinder 5x5 in., 
in. 30 to 40 H.P.^ com- E 40 to 50 H.P., com- 60 to 70 H.P., com- 
plete with radiator and | plete with radiator plete with radiator 
6-ft. X 31 oft.- ^ecnl and7-ft.x4-ff.-n-Trn and 8-ft.x4-ft.-«QrA 
pitch propeller, OOOU ; pitch propeller^' 3u pitch propel!er'>3"" 
Weight per outfit 175 lbs. I Wgt. per outfit 200 lbs. Wgt.perouffit240lbs. 



















ever printed 

37 models of aero motors 

I R. 0. RUBEL, Jr. & CO. 

Louisville, Ky. 



Mention Aeronautics When Writing 




August, igio 


Aeroplane Co. 


Working Models 
Flying Models 
Separate Parts 


From Working Drawings, Etc. 


AiuMiNUM, Rattan, Bamboo, 
White-Wood, Etc. 

Special Notice! 

WE have received so many 
inquiries for agency prop- 
ositions and orders are 
coming- in so fast, that our mail 
has grown to such an extent, that 
we find ourselves unable to keep 
up with our correspondence, but 
will fill orders and answer all 
letters as quickly as possible until 
we have increased our facilities 
still further. 

Price List of Models and Parts 

is now ready, but it will be 
some little time before our 

Supply Catalog for Full Size 

Machines is ready for distribu- 
tion as there are so many new 
things to list. In asking for 
catalog, please state which one 
you want. 


Main office and factory 

123 South St., 

BROOKLYN, : : N. Y. 

Chicago office, 49 Wabash Ave., H. S. Renton, Manager. 

iu the construction of piston heads, connecting 
rod's, cranlvshaft and other lilce parts. The piston 
h( ads and rings are also made of van.adium gray 
iron. The connecting rods are the best grade of 
vanadium phosphor bronze, specially designed for 
strength, and the cranlishaft is of the best grade 
of vanadium steel, solid throughout. 

The valves are of large size and have unusually 
large valve lifts. Both the inlet and exhaust 
valves are 2 in. in diameter, and the valve lift is 
% in., giving free clearance. In addition to the 
main exhaust valves, a ?4-in- (inside diameter) 
auxiliary exhaust port, thoroughly water cooled, 
is placed on the bottom side of each cylinder. 
This exhaust port is allowed to open somewhat in 
advance of the main port, and thus draws the 
tire, furnishing an additional safeguard against 
the overheating of the main exhaust valve seats 
and bearings. 

Roth the main and exhaust poi'ts are silenced, 
not by means of the usual baffle and muffler plates, 
which crowd the e.xhaust back into the explosion 
chamber, but by a special silencer constructed of 
an inner casing of steel tubing, with V slotted 
mouth, over which an outer casing of aluminum 
tubing of considerably larger proportions is then 
litted b.v means of a vanadium gray iron ring or 
thimble containing a large number of holes around 
its entire circumference. The force of the exhaust 
l)um))s the cold air through these openings, and 
by this means the gases are so cooled and shrunk 
by the time they reach the mouth of the silencer 
as to greatly diminish the deafening noise so 
Iironounced a feature of other aviation motors. 

in ■J 


Fig. 1 is a central horizontal section of the 
cylinder and piston of engine. Pig. 2 is a vertical 
section taken on the line II-II of Fig. 1. Fig. 8 
is a vertical section taken on the line III-III of 
Fig. 1. Fig. 4 is an enlarged section at the outer 
end of the cylinder on the line IV-IV of Fig. 2. 
Fig. 5 is a similar view on the line V-V of Fig. 2. 
Fig. 6 is a vertical section of a part of the cyl- 
inder on the line VI-VI of Fig. 1. 

Especial attention has been devoted to securing 
the greatest possible cooling facilities. To this 
end the water jacket partitions are spirally ar- 
ranged in such a manner that the .iacket water 
passes four times around the cylinders during 
each circuit, and then over the entire surface of 
the cylinder heads. In addition to this, the en- 
gine is also equipped with a piston circulation 
pump instead of the usual centrifugal or gear 
pump adopted on automobiles, and copied by other 



August, 19 10 

aviation engine manufactuvers. Tliis piston pump 
is positive in its action, and in connection with 
the spiral cooling flanges forces the .jacket water 
four times around the cylinders during each 15 

While the manufacturers of this engine have en- 
deavored to put upon the market a moderate priced 
engine, they have spared no pains and expense to 
make the engine of the very best quality, both in 
the character of its workmanship and finish. All 
the exposed parts of the engine not constructed 
of magnalium — a shining non-corrodible metal — 
are nickel plated, and the whole engine is polished 
to a mirror (inish. The demand has been so large 
that the manufacturers have been compelled to 
increase their shop and foundry facilities fi'om 
time to time, until they are prepared to supply 
the engine on short notice and in any numbers. 
The prices of the above engines are $1,000 for 
the m h. p. and if 1.700 for the 100 h. p. respec- 
tively. These prices include all accessories, such 
as carburetor, pump, ignition and radiator 

Two Spark Plugs to a Cylinder. 

Messrs. Unterberg & Helmle, who make the 
famous I'. & n. Master magnetos, have developed a 
new type of magneto, which meets with every re- 
(juirement of speed service. In this new U. & H. 
i-acing magneto, two tarmatures are employed 
mounted tandem, and running in the same arma- 
ture tunnel on one shaft. These armatures arc 
fitted with two complete sets of windings, each set 
consisting of a primary and secondary winding. 
The most unusual feature of the magneto lies in 
the fact that but one interrupter is employed to 
break the primary circuit of both armature wind- 
ings, and it is obvious that this arrangement must 
produce the high tension current in each arma- 
ture winding, and must produce these two impulses 
at precisely the same instant. 


The magneto is equipped with a compound dis- 
tril)utor, each armature winding being connected 
liy conventional means with the distributor. One 
set of plugs is connected with one distributor, 
and the otlier set of plugs, of course, connects 
with the other distributor. Two safety spark gaps 
arc jn-ovided, one for each high-tension circuit, so 
as to eliminate any danger of damaging the wind- 
ii)L;s. should the cables, leading to the plugs, be 
a (I i dentally damaged. 

As will be seen, the above uniciue arrangement 
n\( rcomes all objections heretofore found in the 
Use of two magnetos on racing motors. It is im- 
nialirial as to the amount of wear which takes 
lilace in the driving mechanism, or the amount of 
wear on the inferrujiter mechanism of the mag- 
neto, as the one break of the magneto interrupter 
operates for both windings. It is impossible to de- 
range the magneto so that one set of plugs will 
receive the electric impulse before the other does, 
and tests made abroad with this new type of mag- 


Coming Aeroplane Meets 

You want exhibitions of Man-Lifting- 
Aeroplane Kite Flying to interest the 
crowds while the aviators are not flying. 
C High or even moderate winds will in- 
variably keep the aeroplanists from flying 
until late each afternoon. Before then we 
will fill the air with hundreds of 9- and 1-2- 
foot Aeroplane Kites oft-very known kind. 
By flying these, dozens in tandem, 
enormou.s American flags, streamers and 
announcement banners about thi- meet can 
be lifted a half mile in the air. 

C These .scientific kites will fly 

all day and the displays will be 

a great attraction in themselves 

and will keep the crowds quiet 

and contented, when for any 

reason the aeroplanes cannot fly. 

C At the Meet of the West Hudson Aero 

Club at Arlington, X. J., June, 1909, New 

York papers said, "The hundreds of kites 

in the air were a decided feature." 


110 Tremont St. :: Boston, Mass. 




Guaranteed to Fly 

Ready for Early Delivery 

Easy Terms for Exhibitors 

Manufacturer and Dealer in 


I Aviators for Tournaments 

N.Y. Agent for Elbridge Engine Co. 


- 1020 E. 178th Street New York 


^4» M ♦ MM ♦♦♦♦♦♦♦♦♦♦♦♦♦ MMM 



August, igio 

Clincher type only, which is the lightest 
and most satisfactory type for aeroplanes 

SIZE Weight complete 

20x4 in. 6i lbs. 

26x2^ " 6i " 

28x2| " 7^ " 

28x3 " 8 " 

28x3i " 8f " 

Wheels also furnished for the above sizes 
Pennsylvania Rubber Co., Jeannette, Pa. 


New York— I 74 1 Broadway ; Boston— 1 67 Oliver Street ; 
Chicago -1241 Michigan Avenue; San Francisco — 5 '2 
Mission Street : Los Angeles — 930 So. Main Street. 


* ... J 

* The Acme of Engineering Skill J 

* % 


4* '^ 

I Whitehead Motor! 

4> Designed by the Noted •!• 

4> Engineer "T 


* No Bursting Cylinders — No Cams — + 
4. No Springs or Valves to Work Loose + 

* ... * 

4. Construction of the utmost simplicity 4* 

2* Vibration negligible i 

t Absolutely Nothing to get Out of Order % 

Price $1,400 
" $1,150 

4* 4 Cylinders (vertical), 8 port exhaust, 2 cycle 

% 75 H.P. 200 lbs 

* 40 " 145 " 
J 25 " 95 " " $950 

•i* Including Bosch Magneto — 30-day deliveries 


J Astor Theatre [Building, New York, N. Y. 

4" ^ This motor has been exohisively adopted by 

4| ^1, C.& A.WiTTEMANN, Aeroplane Manufacturers 

% * 


noto show conclusively that the principle of opera- 
tion of this new U. & H. Master Magneto is cor- 
rect, and that while it is possible to secure fairly 
satisfactory results by connectin.s; two separate 
nias-iietos to the motor, the use of the U. & H. 
ra<'inK magneto assures the maximum efficiency of 
(hi' motor at all times, owing to the fact that it 
is impossible for the sparks in any cylinder to 
occur out of synchronism. 

Aside from the principal features outlined above, 
the magneto is of the well-known U. & H. con- 
struction, employing the U. & H. non-adjustable 
iutirrupter, which is another detail of great in- 
iincst to racing men, as it eliminates all possible 
chance of ignition difficulties, due to breaking or 
sticking of the pivots, springs, insulation, and 
other parts used on other types of interrupters. 
The armature and distributor of the machine are 
mounted on annular ball bearings, which effectu- 
ally eliminates any possibility of trouble, due to 
lack of oil. 

Buffalo Pitts Co. Building Aeroplane. 

The Buffalo Pitts Company of Buffalo, N. Y., 
who are large engine build'ers, have under con- 
struction an aeroplane. In the course of their 
experiments with this machine over a number of 
years, they had occasion to try out certain models 
demonstrating new aerodynamic principles, and one 
(if these models created so much interest in its 
operation, that they decided to make a flying toy 
novelty of it, which they have done, giving it the 
nanii' of "Hi-Flyer" helicoptic flying rnachine, pat- 
ented and copyrighted. 

This little machine flies to a height of over 
GOO feet, and can be operated by any child. Shoot- 
ing the "Hi-Plyer" is as much fun for grown 
people as for children, and is an excuse for out- 
door exercise for everybody. It has been the sen- 
siation of the aviation meets throughout the coun- 
try. It is used by aviators for determining the 
direction and velocity of the wind at high alti- 
tudes, and there is a special demand for it for 
this purpose at aero clubs, as well as for use on 
golf courses, and at amusement parks and beaches. 

Kites Now Feature of Meets. 

The kites of Samuel P. Perkins were a con- 
tinual source of amusement and interest during 
the Indianapolis. Montreal and Toronto meets. 
These flew all the time and provided the public 
with something to look at when the 'planes did 
not fly. One Montreal newspaper featured an an- 
nouncement of the kites on its news bulletins, 
illustrating the surprising value kites are lending 
to meets. These kites are sent up on many 
lines, singly, in tandem and other ways, and carry 
various banners, streamers and flags, advertising 
either the meet or articles of general use. If 
there is not enough wind for kites small balloons 
take the place of the kites and perform the same 
usefulness. The regular outfit numbers 100 kites 
of all kinds. A nW stunt is a huge box kite 
made like an aeroplane, with rudders and pro- 
peller. In the air it looks exactly like the real 
thing and remains statiomary in the air. In this it 
has it over its original. 

Rinek Aero Mfg. Co. 

The Rinek .\ero Manufacturing Company of 
Easton. Pa., was recently incorporated with C. 
Xorvin Rinek president and Frank Buckman, sec- 
retary-treasurer to conduct the light motor and 
aeroplane business heretofore handled by the ma- 
chine department of the Easton Cordage Com- 
pany. It was felt that on account of the rapidly 
increasing business handled by the machine de- 
partment that a greater volume could be more 
efflcientlv handled by an organization devoted 
solely to' aeronautics. The Rinek engine has found 
favor through consistent performance and good 
workmanship and material. Philip W. Wilcox, 
who has built a Farman-type machine at Mineola, 
speaks highly of the motor and the company's 
treatment of him. 



Cetalogues Wanted. 

Manufacturers arc requested to send catalogues 
if motors, proijellers and accessories to Miguel 
l.ilirija, Ave. del Palacio Legislative No. 42, Mex- 
co. l"). v.. Mexico. 

J. W. Curzon Starts Aero School. 

J. W. Curzon who brought the first Farnian 
i(>nii)laiir inid this country and has made flights 
\itli it at the Indianapolis motor s-peedway, has 
'sialilishcd a training school where would-be avl- 
iiins build actual machines. Those who want to 
laiu to fly only will be accommodated at the 
lawthorne racetrack, Chicago, where he has as- 
Dciatod himself with M. L. Kasmar, author of 
•First Lessons in Aeronautics." An effort ^\ill be 
Liade to furnish graduates of the school with pcsi- 
ions as aviators. Owners of machines will also 
•r taught to fly them. 

riiree machines will be put out by the manu- 
•icturing end of the concern, all to be non- 
iifriuging and equipped with Elbridge engines. 
"hese are : 

Curzon No. 1, small biplane, main, planes 28 by 

ft.: box kite elevator, size C ft. by 2 ft. each; 
inuie-i^lane stabilizer with slight camber; 17% 
i|. ft. of surface; Curtiss type chassis and rudder. 

Curzon No. 2, main planes 32 ft. by 6 ft., single- 
lane stabilizer with IS sq. ft. of surface, single- 
lam' elevator in front, 15 sq. ft. 

Curzon monoplane, main plane ;!5 ft. by 7 ft. 
hassis similar to I'^arman ; aspect same as Far- 
lan. but with bDttom plane entirely removed with 
xciption of middle section, which is made much 
arrower, and is lowered down so that the driver 
ils immediately above the wheels witli engine at 
is back and propeller far above the engine, chain 
riven, thus placing man and motor far below 
:ie main lifting surface, which is 12 1^ ft. high, in 
rdev to maintain stabilit.v in all kinds of weather, 
ingle-plane stabilizer behind as well as hori- 
ontal rudder in front, L5 and 18 sq. ft. rcspec- 

About Hartford Tires. 

While to many people it may seem strange that 

flying machine is eipiipped with tires, never- 
leless in almost all cases this is true. The 
urtiss machine used by Charles K. Hamilton in 
is flight in New Britain is fitted with three 
fartford aviator tires 2() in. by 2 in. in size. 

Hartford tires have been used since the fii-st 
lays of the bicycle, and have kept abreast of the 
roeession of new inventions, and when the 
eiiJiilane became po'nilar and tires were found a 
■qnisite part of their equipment, the Hartford 
iihiier Co. had three styles of tires to offer. At 
!'■ first aerial sliov*' lield in jNIadison Square 
allien the Hartford company was the only tire 
vhiiiitor. shovvin;: at that time its aviator, aero- 
lane and aeronaut tires. 

I'liese tires are pneumatics, mostly in small 
/es and of special construction to afford all the 

siliency possible, as this is necessary to aid the 

a.iiine in starting from the ground — and yet the 

hi must be very durable and of a certain 

-Me of tou'jhness to withstand contact with 
ivi.icies wliicli may cume in thi> path of the 


■|'lien> are already in this country more than a 
iinili-ed flying machines fitted with Hartford tires. 
eeintly a good-sized shipment was made to the 
urtiss factory. 

Shaffer Supply Co. Absorbed. 

The Shaffer Aero Manufacturing and Supply Co. 
: San Francisco has been absorbed by the Cali- 
irnia Aero Manufacturing and Suppl.v Co. Roy 
cott. a well-known automol)ile man of San Fran- 
sco, is now a pai-tner in the rapidly growing 

The new salesroom, factory and office at 441 
id 44.3 Colden Gate .Vve. is already a head- 
larters for the aoronautically inclined on the 

cific Caast. 

August, ipio 





E. IM. V. 


Organization of MEET- 
INGS in All the World 


Trade and Export 

63 Bd. Haussmann 




August, igio 


THE next o-reatnchievemeiit iiiavia- 
tion may be Motorless Fi.i;ht. 
Many eminent engineers and 
physicists believe it to be atta'nable 
by man. We know that it is per- 
formed by the birds. Head tlie 
article entitled Soaring F^light," 
by Octave Chanute, in the Epitome 
OK THE Aeronautkal Anni'ai.. This 
Epitome contains also articles by 
Cavlev, We\ham, Lilienthal, Maxim, 
Langley and others -who laid the 
foundations of the science of aviation. 
224 pages, 18 plates. Price $1.00; 
postage 12 cents. W. B. CLARKE 
CO., 2() Tremont St., Boston. 


7 Cylinder 

30-35 H. P. 
70-80 H. P. 
3 lbs. per H. P. 

Superior to any Avia- 
tion Motor built in 
this or any other 

A. D. Mackay 

General Sales Agent 

First National Bank BIdg. 


Roebling Aviator Cord 

Made of the highest strength 
wire drawn from special steel 

The strongest and lightest cord procurable 


Trenton, N. J. 

They report a largo demand for their laminated 
ribs, which are carried in stocli and made to 
order, the four-ply .Ti-ft.. ."i-ft. (>-in. and G-ft. 6-in. 
lengths being favorites. 'I'hey are now filling an 
order for ribs of tlie exceptional size of 8 ft. (i in. 

The 20-in. aero wheel made by this company is 
replacing a number that have "dished" its 7-in. 
hub, steel rims and heavy spokes, making it jirac- 
tica.Uy unbreakable. Regidarly ecjuipped with ball 
bearings. Friction bearings on order. 

They .are now placing on the market a knock- 
down plane, or rather a biplane, carrying surfaces 
30 ft. by 5% ft. The outfit includes laminated 
main beams and ribs, struts, sockets, joints and 
rib connections, to which can l>e attached any sort 
of rudders and chassis, one of the three types 
made by this company, or by the buyer. 

Mr. Cleve T. Shaffer, whose technical desi-rintion.s 
Aeud.vautics' readers are familiar with, will be 
consulting aeronautic expert for the firm. 

The following agencies have been secured : 
Whitehead motors, Detroit 20-."i0i motor. Palmer & 
(Joodyear aero tires, Bosch magnetos. 

Elbridge Engines Improve. 

Mr. A. P. Warner of Beloit, Wis., the lirst ama- 
teur to fly in this country with a Curtiss machine, 
lias announced' his intention of building a new ma- 
chine after ideas of his own during this summer. 
He expects to equip it with an Elbridge ■"feather- 
weight" engine. 

^'ery rapid advancement is being made in the 
design and construction of the Elbridge "feather- 
weight" engines. Fundamentally the engines re- 
main the same, but drop forged steel connecting 
rods, new pistons and a more efficient system of 
manifolds have improved the engines in both ap- 
pearance and efficiency. The engines now being 
turned out at the rate of one each day are said to 
deliver 15 to 20 per cent, more tlian rated power. 
Regular deliveries are now being made in 1(> days 
after receipt of orders. 

Willis Co. Removes. 

The E. .T. Willis Co.. dealers in aero stipplies. 
has removed to larger quarters at S.j Chamlters 
SI., New York. 

Harmon Uses Pennsylvania Tires. 

One of the Herreshoff brothers is building an 
aeroplane and is equipping it with the large di- 
ameter Pennsylvania 'aeroplane tires. The Penn- 
sylvania Rubber Co. has supplied Clifford B. Har- 
mon with rubber to renew the shock absorbers on 
his Farman. which is already equipped with Penn- 
sylvania tires. 

The Pennsylvania Rubber Co., whose works and 
main ofHce are located at .Teannette. Pa., and who 
are now giving emuloyment to nearly 1.000- peo- 
ple, have recently put on the market an aeroplane 
tire i>eculiarly suitable to the advanced stage of 
aeroiilane dr'veloi)ment. 

IIi>ret()fore molorcvcle tires of L'V^ in. and ." in. 
section have been largely used on aeroplanes. 
Such tires are not designed or adapted to stand 
the shocks of alighting and have little cushion- 
ing effect. It is therefore often necessary to use 
four wheels on an aeroplane, resulting in a con- 
siderable increase in weight and air resistance; 

The Petinsylvania aeroplane tire is 20 by 4 in. 
in size and is of light but strong construction. 
Two of these tires will carry a ten or twelve 
hundred i)Ound flyer, and will have sufBcient cush- 
ioning effect to prevent the jar of alighting being 
transmitted to its delicate framework. 

This tire is similar to the Pennsylvania clincher 
automobile tire, but constructed with a view to 
its use on aeroplanes. 

The 20 in. by 4 in. tire complete with tube 
weighs onlv seven pounds. For lighter machines 
thev are turning out a 2Vi-in. tire in both 2r>-in. 
and 28-in. diameter of the same light and strong 
construction which may be employed where the 
use of a wheel of a larger diameter seems to be 



August, ipio 

Requa-Gibson Propeller Holds Record. 

Clifford B. Haiiiiou, who holds the United States 
amateur endurance record with his Farman, re- 
cently had the machine fitted with a Kecjua-Gibson 
reguhir type propeller, 81/2 ft. diameter by 2-ft. 
pitch. Referring to its performance, Mr. Harmon 
writes : "With this propeller I broke the amateur 
record of America of 1 hour 5 minutes. It seems 
to be giving entire satisfaction." 

With this propeller and the engine rumiing at 
1,200 r. p. m., the pitch speed figures 2,400 ft. 
per minute. Now, the aeroplane flies at 40 miles 
per hour, or .3.520 ft. per minute, which is con- 
siderably more than the pitch speed of the pro- 
peller. Patrick Y. Alexander experimented with 
model propellers on a wire on board the steamer 
traveling between England and America, and found 
that these advanced into the wind. The Kequa- 
(iibson company promises some startling informa- 
tion in the near future, as the result of present 

I Club News I 

4' * 

^ alt i|i i|t i|t i|i If! i^M}^ tli t^ iji ^ •!• ^ •{• ^ ^ •!• ^ «{t «!• ■|t a|» i|« •!■ ^ •!• ^ 

The Lincoln Aero Club is the name of a new 
body just organized for the purpose of discussing 
atrial navigation and promoting the sport in Lin- 
coln, Neb. The six charter members are Dr. (J. R. 
P.rownfleld, Joe Burnham, Commandant H. E. 
■iates of the University cadet battalion, G. W. 
Chowins, superintendent of grounds and buildings 
at the university ; E. C. Babcock. and Dean Rich- 
ards of the department of engineering at the uni- 
versity. As soon as possible club grounds are to 
l>i' established somewhere on the outskirts of the 
city where the necessary sheds and other equip- 
ment will be erected, and test flights will be made. 

Dr. Brownfield is working on a 4-ft. model for a 
double biplane on which he has applied for a 
patent. He is to have two pairs of planes, one 
l>air directly ahead of the other. His machine, 
according to the model, he lias constructed, is to 
have at least two advantages over the Curtiss 
and Wright machines. Both of these operate in 
preserving the equilibrium of the machine. One 
is a controller operated by the engine and the 
other is a pair of wings lying on a horizontal 
plane on either side of the machine. These are 
operated by means of a lever. If the machine 
should dip to the left, for examjjle. the left wing 
being thrown out to offer resistance in the atmos- 
phere, while the right wing is raised to relieve 

Dr. Brownfield, of 1234 "O" St., is enthusiastic 
and has arranged for the club to visit the Omaha 
meet in a body. 

McGill Aviation Club has been formed by -stu- 
dents at Mi<;ill rni\c isity, Montreal, Can. 

The Aero Club of Colorado is requested to in- 
form us of its address. A letter addressed to the 
club at .30 W. Colfax Ave., Denver, has been re- 
turned by the Post Office. 

The Aero Club of Philadelphia, which has ex- 
isted in nami' only for more than two years, has 
been dissolved. Some of its members have joined 
the Pennsylvania Aero Club. 

It was also announced that Clarence P. Wynne, 
treasurer of the old club, had been elected secre- 
tary of the Pennsylvania Club. Henry S. Gratz, 
president of the old club, had been elected vice- 
president of the Pennsylvania club, and Arthur T. 
Atherholt. secretary of the old club, hadi been 
made nresident of the new club. 

A Boys' Aero Club has been formed at the 
Omaha, Xeb.. Y. M. C. A. Sergeant C. F. Adams, 
of the signal corps at Ft. Omaha, gave the new 
club its first lecture. 

The Aero Club of California held its election 
of officers on the 2.sth of .Tune. The following 
officers were elected for the ensuing year : Presi- 
den, H. LaV. Twining; 1st Vice-President. R. I. 
Blakeslee : 2nd Vice-President. W. H. Leonard : 
Secretarv, Buel II. Green : Treasurer. Chas. E. 
Rilliet : 'memlvers of Board of Directors at large. 
W. S. Eaton and Van M. Griffith. 

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The Soutli Bend (Znd.) Aero Club has been 
formed with the following ofticers : President, 
Colonel .Jasper E. Brady ; vice-president, George 
Cutter : secretary, B. S. Walters ; treasurer, Elmer 
R. Stoll. 

The Aeronautical Society offered a prize for 
the most helpful essay. Seven members prepared 
papers and all were read on one of the regular 
meetings. The prize was awarded by popular vote 
to I^aurence Lcsh. On July 14th Charles H. In- 
man addressed) the society on the subject, "Prov- 
ing the Horsepower of Engines by Reaction Test." 
Mr. luman's talk was most interesting. His device 
is intended to be capable of use on an aeroplane 
to show the aviator at all times just what horse- 
power his motor is delivering and what his pro- 
Iiollers are doing. This paper will be printed in 



I Ex change and 
:: Forum :: :: 




D. D. Wells, R. F. D. 2, Jacksonville, Fla., has 
recently taken out a patent covering a skid to 
assist starting on rough ground without employing 
any track. 

in the sketch, Pig. 1 is a side view, Fig. 2 shows 
a transverse section of same, Fig. 3 is a detailed 
ind view of one of the pulleys with the belt 
.'ipplied thereto and Fig. 4 is a detail sidle elevation 
of one extremity of the skid. 

In operation the skid is positioned on the ground 
u lien the outer face of the lielt (11) engages with 
tlic ground and the runner (10) is supported upon 
the upper lubricated face of the belt. When the 
skid is forced longitudinally, the runner is caused 
to slide over the belt and to cause tlie movement 
of the belt beneath the runner and over tlie pul- 
leys (l.">). The guides (16) engage the beads (15) 

throughout the length of the runner, and holds 
I 111' lielt in concaved position to en;;age aliout the 
polislied surface of the runner. As the belt reaches 
the end of the runner at the rear extremity of 
llie skid, the same is released from the guide (lt)t 
and permitted to engage over the flattened surface 
of the adjacent pulley. Mr. Wells desires to dis- 
pf)se of the patent at a reasonable figure, as he is 
financially unable to exploit it. 


E. F. Stephenson, 250 Vance Ave.. Memphis, 
Tenn., wants to connect with aviators liaving suc- 
cessful machines and aeronauts with dirigible and 

free balloons. 


(.Question : Please inform me how to find the 
center of pressure on a biplane whose surfaces 
measure 5 ft. fore and aft. with a curve of 1 :20. 
The angle of inclination is 6 degrees when the 
aeroplane is on the ground. Must not the center 
of gravity be just a little below and back of the 
assumed c. of" p. wlien the aeroplane is not in 
motion, considering that because in flight the 



August, igio 

c. of p. moves forward, the center of gravity must 
be rather in front of the assumed c. of p. ? 

Answer : One can suggest no convenient way to 
And c. of p. of an aeroplane except by actual trial. 
The c. of p. of a small experimental plane having 
same depth of curvature would bo for 6 degrees 
about 44 per cent from front edge, and if this 
hold true for a large surface it would be 2 ft. 2 in. 
from front : that is, for a circular arc. For a 
parabolic curve it would probably be further for- 
ward See discussion, of Aerial Experiment As- 
sociation in June, 1909, number, pp. 175-7. The 
weight, or center of gravity, should in general be 
forward of the c. of p. This point depends some- 
what on the method of vertical control (the dih>- 
position of elevator and horizontal ruddfr). See 
also p. l.")."}. April, 1910, Aer(1n.\utics, and article 
by M. 15. Sellers, pp. 77-79, March, 1910. 


One n:<'thod of maintaining the camber of ribs, 
though not generally used, is to use a thin span 
wire to .join the tips, this wire forming the chord 
of tho rib. Ribs are usually bent after steamin,g, 
dried and then made impervious to moisture by 
varnish. .\s long as they do not absorb moisture 
they will stay bent. 

Laminated ribs can be glued and bont at onco 
while the glue is wet, put thus in a form to dry 
and when dry taken out and varnished. These 
will hold their shape, even though they absorb 
some moisture, providing the glue docs not soften. 

-f^re'.r ^/*At 

How to Make Rlls 

Another method of making riba is as follows : 
Take thin boards of the desired thickness and wood 
and glue them together, one on top of another. 
While tho glue is wet place tho laminated board 
thus made into a press or form tho shape of tho 
ribs you want. Clamp the form tightly together 
and placi' the whole in a drying oven for several 
hours. When dry the ribs can be sawed out of this 
curved board. A correspondent says that if ribs 
are wet or soaked, then bent on a board and help 
by bent nails, then dried and burnt a little by a 
gasoline torch on the concave side, they will 
say bent. 


Dear Sir : 

I was invited by Mr. Harmon recently to wit- 
ness a flight in his "Farman" machine, lately 
purchased from Paulhan, who used it at Los .\n- 
gi'los last winter. I was quite suri)risod to find 
that it steered in the vertical plane with my 
patent steering device (applied for on the IGth of 
.Tune, 1909, several of the claims having already 
l>ren allowed I. 

This patent consists in steering an aeronautical 
machine in the vertical and horizontal planes by 
a oonibination of rudders. All biplanes stoor uj) 
and down by tho head alone. All monoplanes 
steer up and down by the tail alone. In my device 
th(> "War Hawk" steers up and down by both head 
and tail at the same time. 




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August, iQio 


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By crossing the tiller lines of the forward and 
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force is given l.y the steering wheel. 

Three years ago at Brighton Beach I described 
(his patent to Mr. Farmian, and told him I was 
putting it on the "War Hawk." and I see he has 
now paid me the compliment of using it. 

.Vt the recent aeronautic convention in New 
York I was asked by several persons if it was my 
intention to sue on infringements. My answer wa^ 
that I would not, and that I was more than 
pleased if I had added my little mite to the 
science of aviation. Yours truly, 


Dear Sir: 

Dr. (Jreene of Rochester, who is building an aero- 
plane, kindly refers me to you for address of 
parties interested in the idea of a folding slat 
paddle wheel, which device, he says, has been 
patented, for sustaining aerial machines. I think 
I have a method of appreciably increasing atmos- 
pberical r(>sistance to downward movement of a 
paddle or wing and thereby increasing its lifting 
effect, and would like to get in communication 
with parties desiring to have such a device made 
more effective than it has so far proved to be. 
John R. Graham, 

24 Locust St., 
Rochester, N. Y. 


Centlemen : 

The undersigned begs leave to suggest Ihe fol- 
lowing as a possible improvement in safety de- 
vices for machines used in navigation of the air. 
but more particularly for heavier than air ma- 

.V combination in an aeroplane or air ship of a 
galvanometer, an electric battery or other device 
for generating and maintaining a constant eleciric 
current and devices adapted to connecting in elec- 
trical circuit with the galvanometer and battery 
or generating device the metallic wires, pa^rts or 
members of the aeroplane or airship and their con- 
nections : 

For the jinrpose of indicating, by means of 
the galvanometer, injuries or abrasions of said 
metallic wires, parts or members and their con- 






siiys PHiyoELPfiiii II 


n|Dr. Thomas E. Eldridge Replies 
to Conyers Graham in 
C^troversv hijf 


The aeronautical controversy still con- 
tinues. Dr. Thomas Edwin Eldridg-e sent 
the following letter to The North Ameri 
can yesterday, taking polite exception to I \ 
some statements made by Conyers Gra- | t 
ham in yesterday's issue: 

"Apropos of the article in this morn- 
ing's issue of your paper," he says, "I 
regret to say that Mr. Graham is again 
misinformed. Heretofore, Dr. T. C. Fulton, 
president of the Ben Franklin Aeronauti- 
cal Association, has always claimed the 
record for altitude, distance amd time in 
the air for the Ben Franklin. The Phila- 
delphia Aeronautical Recreation Society, 
I therefore, must continue to claim for its 
j balloon Philadelphia II the amateur rec- j 
ord for altitude and distance from Phila- 
delphia, this being proven by the recor(Js. 
"Incidentally, commenting upon Mr. 
Graham's statement, please let it be un- 
derstood that the only balloon ever used 
in Philadelphia for advertising purposes 
is the Ben Franklin, inasmuch as on its 
first ascension there were dlstributeid free 
beer checks, advertising a local brewery 
and the president of the association was 
with the party on this ascension. May I 
add further that the bylaws of tlie 
Philadelphia Aeronautical Recreation So- 
ciety do not permit its air craft to be 
used for advertising purposes, nor do the 
rules of the society allow Its passengers q 
or guests to carry intoxicating liquors." .. 


Philadelphia II Has Amateur 

Long-Distance Record, Says 

T. E. Eldridge 


In the controversy over rival claims to 
records between the Philadelphia Aero- 
nautical Recreation Society and the Ben 
Franklin Aeronautical Association, Thom- 
as Edwin Eldridge, of the former or- 
ganization, yesterday sent out a letter 
disputing a statement regarding a trip 
made by Conyers B. Graham, of the Ben 
Franklin association, in 1907. The letter 

"The Philadelphia Aeronautical Recrea- 
tion Society concedes to the Ben Frank- 
lin Aeronautical Association the record 
for time in the air claimed by Dr. T. C. 
Fulton for the balloon Ben Franklin on 
October 17, 1907, by twenty-five minutes. 

"The Philadelphia Aeronautical Recrea- 
tion Society, however, does not concede 
the record claimed by Conyers B. Graham 
for the balloon Ben Franklin on its trip 
to Dwight, Mass., and the statements 
made by Mr. Graham concerning this 
trip are not correct. 

"The balloon Ben Franklin never sailed 
from Philadelphia to Massachusetts, but 
did sail from Aura, N. J., to Dwight, 
Mass., in 1907. This ascension was made 
on Saturday afternoon about 2.30 and 
landed at Aura, N. J., about 5.20. On this 
short trip were Prof. Samuel A. King, a 
professional pilot, with Dr. George H. 
Simmerman (then vice president of the 
Ben Franklin Aeronautical Association), 
Edward G. Rech (then its secretary), 
Henry Gratz, Mr. Longacre, George 
Mayer and Dr. Thomas Edwin Eldridge. 
From Aura, N. J., the following day, at 
1.05 A. M., the Ben Franklin started again 
and from this point landed in Dwight, 
Mass., about 9.20 A. M., Professor King 
being the pilot, while the gerttlemen in 
the basket were Dr. George H. Simmer- 
man, Messrs. Kech and Mayer and Dr. 
Thomas Edwin Eldridge. Neither Mr. 
Grat7. nor Mr. Longacre were in the 
basket when it sailed to Dwight, Mass., 
as claimed by Mr. Graham, and as the 
records of the Ben Franklin Aeronautical 
Association will corroborate. 

"The amateur balloon record for alti- 
tude, 17,050 feet, made by Dr. Thomas 
Edwin Eldridge, Dr. George H. Simmer- 
man and "Welsh Strawbridge, on June 
10, 1910, and the distance record of 250 
miles, air line made last week from 
Philadelphia to Pascoag, R. I., by Dr. 
Thomas Edwin Eldridge, William S. 
Underbill and Arthur S. Underbill, are 
unquestionably held by the balloon Phila- 

August, igio 


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730 9th Street 0pp. U. S. Patent Office 

PATENTS. Trad" Marks. Copyrights 
Food and Drug Registration 

Washington, D. C. 

ctious. such as would reduce their cross section 
materially reduce their strength and safety 

The purpose of drawing this claim and publish- 
j it is to prevent it from subsequently being- 
tented, and to give all interested free use 
the suggestion, if perchance it should be found 
contain any elements of value, 

Albert W, Buel, 
15 William St., New York. 

Ascensions I 

I'lIILAltKLPlIlA, .lime K!.— Hr. ThdUias K. 
ildredge, l>r. (Joo, II, Siuuiiernian and Welsh 
trawbridgi". in the "I'liila, II." attained an alti- 
ide of tT.n.")n feet. The landing was near Teters- 
illc, I'a., after liV- liours : a distance of .60 
tiles, Dur, 2 hrs, :!.■) min. It took but IS min, 
) drop 17,000 ft. A new high ascent will be at- 
Mnpted, properly equipped with plenty of ballast 
nd supplies. The highest American official record 
r,,(;i,-, A. II, Forbes went up to 20,600 feet, as 
)rded last month. There are 2S ascensions on 
ecord higher than the Harmon-Post ascent of 
6,615, not including Forbes or Eldredge. 



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technical matters relatine to AERIAL NAVIGATION. 

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ST. I.OUIS, .Tune 18.— At 5.o0 p. m. 11. E. Ilonr.v 
well and W. F. Assmann, left in the "Centenni:il" 
to make another attempt to win the Lahm cuii. 
'J'he landing was made 6 miles south of Bowin, 
K.V., on June 3 9, at 6.30 p. m. Just after landing 
a heavy storm broke. The distance is 354 miles. 

r.VXTON. June IS.— J. H. Wade, A. H. Morgan 
and W. K. Chisholm in the "Sky Pilot" to Pair- 
view, I'a. 

ST. lot; IS, June 20. — Miss Julia Hoerner de- 
cided to l)ecomo a pilot. After half an hour an 
electrical storm came up and the aide, John 
r.erry, helped her make tlie descent. 9 miles from 
St. Louis. The balloon was the "Melba."' 

PITTSPIELD, June 25.— Wm. Van Sleet, Wm. 
Dear and P. M. Christie. I •> , 

LOWELL. June 2.'").- Charles J. Glidden, Mrs. 
M. N. (iliddeu and J. .L Van Valkenburgli in the 
"Mass." to Salem, N. H. Dur. 1 hr. 35 m. ; dist. 
12 m. ; alt. 4,100 ft. 

tW ^'''- I'OUIS, July 2. — Wm. P. Assmann, (iiialided 
»»^is iiilot. taking up two passengers. Landing was 

near I'attonville. Mo. Dur. 2 hrs. ; alt. 0,200 ft. ; 

rained during part of ascent. 

PIIIL.V., July 9. — Dr. Thomas E. Eldredge. Dr. 
(Ji^orge IL Simmerman, Dr. L. P. Pifier and jMiss 
.\nna Niitinger, in the "Phila. IL" to Mount lloliv, 
\. J. .\ititude reached 7,000 ft. 

LOWELL, July 9.— Chas. J. Glidden. John J. 
Xan A'alkeulmrgh and Edward E. Strout in the 
"Mass." to Andovcr, Mass. Up 40 min. ; dist. 4 
miles : alt.. 2,100 ft. ; poor gas. This made Mr. 
(ilidden's 47th ascent. 




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Patent List. 

Kobei-t E. Green, New York, X. Y., 900,539. 
June 7, 1910, filed June I'-J, 1909. AIKSIIIP. 
An aeroplane consisting of a pluralitj- of sails 
at tile front and another set at the rear with a 
propeller intermediately between them. Both sets 
of sail.s are pivoted so as to be movable and in 
addition the rear set is provided with rudders 
movable laterally. 

Louis L. Crane, New Y'ork, >.'. \'., 960,831. June 
7, 1910. filed Dec. il, 1909. FLYING MACHINE. 
A toy aeroplane the characteristic features of 
which are a frame composed of several rods 
secured to a plate at the front and joined at the 
rear in the form of a tripod, in the center of 
which extends a rubber band operating a propeller 
at the front and a triangular tail piece at the 

Frederick W. Wuerth, Cincinnati, O., *Mi\,\)'l'y. 
June 21, 1910, filed March 1.5. 1910. ATTACH- 
MENT FOK AEROPLANES, consisting of flexible 
wings attachable thereto and projecting outwardly 
therefrom. Means are provided for distending or 
collapsing the wings and changing the angle of 

George D. S. Reecc, St. Louis, Mo., 902,386, June 
21, 1910, filed June 10, 1908. AIRSHIP, the char- 
acteristic feature of which consists of sets of 
wings, each wing comprLsing a frame made up of 
a rod projecting at right angles from a .shaft, and 
a series of arms projecting from the rod. This 
frame is covered with cloth and several such 
wings extend radially from the shaft in the same 

Samuel Montgomcrv, Stockton, Cal.. 962.052, 
June 2S. 1910, fil(.d Dec. 14, 1908. FLYINCJ 
MArillNE of the helicopter class, comprising a 
main rotative shaft used vertically from the cage 
or basket containing the motor. This shaft is pro- 
vided with propellers and at its top a parachute 
is secured, so arranged that connections from the 
cage enal)le the opening or closing of the jiam- 


(Continued from page nn) 

FNRINF FdR ^Al F ^""^ "®" ^'^ "• P- ^o"*" cylinder 
I.I1UII1L I uii OHLL air-cooled aviation eng'ine. equip- 
ped with Bosch magneto and Laminated true screw 6 
foot propeller -200 lbs. thrust. Engine weighs ly7 lbs. 
Outfit just cost us about $600; will s.-ll for half or will 
exchange for 50-7.5 H. P. motor. Address, "Aero Dept.," 
STEBBIXS ^ GEYNET, Norwich, Conn. 

derful machine is automatically balanced in ttie 
air, it does away with the warping of the wings 
or tips, is operated by one steering wheel and 
is driven by two propellers which derive their 
power from a 50 h. p. revolving cylinder motor. 
Its wings have a spread of 30 ft. and are 27 feet 
in length. The simplicity of this machine does 
away with accidents, and makes it very easy for 
anyone to operate. I wish to form a company of 
one or more to manufacture this machine. If you 
are interested, address Rali^h Cole. Tipton. Ivans. 

August, ipio 



Aeroplane Fabrics 

Aeroplane Tires 


Tell us what you need, and let 
us explain the superiorities of 
GOODYEAR Materials. 


Akron, Ohio 


20" X 2" Curtiss Type in Stock-WEIGHT 7 LBS. 
Monoplane Tail Wheel. 16" x I '-"-Weight 3 lbs. 

Farman Type Axles ^.h^'shSAbsorbers 

14" Wire-Spoked Steering Wheels - - Turn-Buckles 

J. A. WEAVER, Jr., 956 8th Ave., N. Y. 
L. B. REPAIR CO., Inc. 



225 W. 57th St.. N. Y. Tel. 6549 Col. 


CI>.A/v^yC».vv^ WVcyto-U 

25-30 h. p. cy4nzani cTWotor 

now on exhibition at 
735-7th c/4venue, New York. 

Sole Agent 

Vves de Villers & Co. 






August, ipio 


250 West 54th Street 
New York 

Cable: Aeronautic, New York 

'Phone 4833 Columbus 

Published by 


A. V. JONES, Pres't - — E, L. JONES, Treas'r-Sec'y 

subscription rates 
United States, $3.00 Foreign, $3.50 


116 Nassau Street New York City 

No. 37 AUGUST, 1910 Vol. 7, No. 2 

copyright, 1810. aeronautics press, inc. 

Entered as second-class matter September 22, 1908, at the Postoffice 
New York, under the Act of March 3, 1879, 

C AERONAUTICS is issued on the 20tti of each month 
All copy must be received by the 10th. Advertis- 
ing pages close on the I5th. :: :: :: :: :: ;: 

^ Make all checks or money orders free of exchange 
^'^ and payable to AERONAUTICS. Do not send 
currency. No foreign stamps accepted. :: :: :: 

WE are forced to print all new material this 
monith in, small type in order to make 
room. There is on hand considerable 
amount of material in type for wliich we have 
been unable to find space as yet. 

Hour flights abroad are so common that it 
seems useless to further chronicle them, and in 
the future we will merely try to print new rec- 
ords made, new machines, especially long flights 
and events of more than usual importance. 

PRO(iRE'SS will certainly demand its toll of 
lives, but there is certainly no cause for 
alarm. Fatalities have not been as numer- 
ous as those which occur in nearly every auto- 
mobile meet of importance, and the entry list in 
the aviation meets has been fully as large as that 
of any motor race. Considering the number of 
flights made, both at meets and elsewhere, the 
restricted grounds at which many meets are held, 
one may feel assured that the percentage of fatali- 
ties is small. 

A word of caution is necessary, however. De- 
velopment does not appear to be along the line 
of making safer machines, but in building faster 
and more varied' types. Familiarity breeds con- 
tempt, and aviators should not take the fearful 
chances that some do. 

IT is worthy of comment that aviation, abroad 
has reached the stage where meetings may be 
held on the same basis as motor and horse 
racing, where competitors pay entrance fees re- 
turnable only on condition, say, three laps of the 
course are made, and where the sole remunera- 
tion consists in the jirizes to be won. 


In the article, "How to Make a Propeller,'" in 
the .July number, the last two paragraphs, by mis- 
take, were misplaced and put in the adjoining 
column. The last sentence of the article should 
read : "This will NOT duplicate, however, a Cur- 
tiss propeller, etc." The word "not" was omitted. 

»»»»»»»»»»»»«n»tmmmmm tt t t t»»»m 

I Permanent :-: 
:-: Exposition 

»»»»» : »nn»»»»»:»»»» : »n»»» : »»»»» tt 

THE Permanent Exposition at the oflice of 
Aeronautics is growing. People are com- 
ing in every day to look over the various 
exhibits and immediate calls on the manufacturers 

We want to have every manufacturer of aero- 
nautical material represented. If necessary, use 
the Exposition as a stock room, as some are doing. 
We want motors, samples of sockets, oils, bear- 
ings, magnetos, plugs, tires and anything that 
may be applicable to the new industry. 

Manufacturers should send a supply of their 
catalogues and print on their circulars, stationery 
and letters the fact that they are exhibitors in 
Aeronautics' I^r.maxext Exposition. 


Haktpord RrBBKR Works Co., Tii-es. 

Witte.mann Bros.. Gliders and Supplies. 

Warner Instrfment Co., Aerometer. 

Requa-Gibson Co., Motors and Propellers. 

Elbridge Engine Co.^ Engines. 

Pennsylvania Rubber Co.. Tires. 

C. E. CoNOVER Co., Cloth. 

Edwin Levick, Photos. 

RoEBLiNG Co., Wire Cable. 

El Arco Radiator Co., Radiators. 

J. A. Weaver, Wheels, etc. 

Whitehead Motor Co., Motors. 

Greene Co., Propellers and Parts. 

Bosch Magneto Co., Magnetos. 

.Vuto-Aero Supply Co., Supplies. 

R. I. V. Co., Ball Bearings. 

.T. Deltour, Bamboo. 

.1. S. Bretz Co., Magnetos, Bowden Wire. 

Aero Supply Co., Supplies. 

CHA.S. E. Dressler, Model Maker. 

Wm. p. Youngs & Bros., Lumber. 

BuEL H. Green, Tumbuckles. 

Profac Food. 

What Bishop Says. 

" 'Will the Wrights compete for the International 

" 'No one knows as yet ; they refused! last 
year to compete and it is I, Cortland Bishop, 
who paid the expenses of Curtiss so that one 
American aviator might compete for the cup and 
he won.' He adds with a practical and national 
instinct; 'it cost me a great deal of money.' 

" "It has been said that the International Cup 
would cost aviators very dearly in expenses, etc., 
and would only result in the winning of an art 
object of medium value.' 

" 'No doubt, but French aviators are free to 
come or not as they please.' 

" 'Then your opinion is that apparatus of French 
origin will win over the American's?' 

'• "I have not ridden with the Wrights but only 
with Paulhan. The impression of security is 
perfect andi must be much greater than with the 
Wrights. These oscillate a great deal in the air 
and I believe in the superiority of the French.' 

"Mr. Cortland Bishop stopped and offered ami- 
ably to complete the interview when dcsiriMl. 
We shook hands cordially and transatlantically 
and he renewed his walk towards the Tuileries." 

The above statement of Bishop with respect to Cm ti'^s 
is not an accurate statement of the facts. 

The labove interesting item was printed in the 
French organ I'Aero. being an interview with the 
honored president of the Aero Club of .A.m€rica. 



August, igio 

We Build Balloons That Win 


CHICAGO CONTEST — Balloon "Fielding-San Antonio" — 9 competitors 

Distance and endurance trophies, also water record of the world — 350 miles one trip 

INDIANAPOLIS CONTEST— Balloon "University City" — 6 competitors 

PEORIA CONTEST — Balloon "Peoria" — 3 competitors 

ST. LOUIS CENTENNIAL CONTEST — Balloon "St. Louis III" first, and Balloon 

"Centennial" officially second for distance and endurance, 47 hrs., 4 1 min. — 8 competitors 

Balloon "St. Louis III" — speed record of America — Lambert, pilot; Von Phul, aide 


Aero Club Grounds, Centennial Contest, St. Louis, Mo. 

Q The longest voyage by a licensed pilot in the United States, in 1908, 'was 
made with the 2200 cubic meter "Yankee" — 461 miles with two stops — 
a remarkable performance; 800 pounds ballast aboard when landing. 


Q The greatest balloon trip of 1908 and 1909 — 850 miles in competition — 
made by the 2000 cubic meter balloon, "Fielding-San Antonio." Four 
American and two Foreign makes defeated by wide margin. 

HONEYWELL, Builder and Pilot 


^ HONEYWELL CONSTRUCTION utilizes the latest and best materials 
— varnished or rubberized envelope with French-type valve, and Italian 
hemp or linen nettings. Cars equipped for comfort and convenience 
— light and durable. ......... 


H. E. HONEYWELL, Director 

4460 Chouteau Avenue, St. Louis, U. S. A. 

In answering advertisements please mention this magazine. 




e Name 


Good Workmanship 






* means 



4. __ 






I stand on skids, run on skids, 


I get into the air on skids, 

I alight on skids, and are 

SAFE ... 

I on skids 

C They are made by crafts- 

* men, trained to careful work 
% for many years on racing boats 

I Our men know why and how 




* j>4>>i>4'4'<i>4>4>4»&4<4'4'4>4'4>4>4'4'4<4*4'4-4-4'4>4>4'4-<<4'4*4>4'+4*4*4'4'*!'4*4'4*«i*+4'4"&4'<{<'f'v 



I Ask the Man Who SAW One 



In answering advertisements please mention this magazine. 

'I-RONAUTICS August, 1910 


R. I. 

Used by Leading Aviators. 

Light in weight — 
Strong and 


Variety of types and sizes 

in stock. 

Absolutely Guaranteed. 

Send for Catalogue 19. 

All Sizes Hoffmann 
Steel Balls on Hand. 

^. I. V. CO. 1771 Broadway, New York 



Was the Sensation of the First National Aviation Meet 

at Indianapolis. Actually flies 600 feet, four times as high as the tallest church 
spires, 22 city blocks. x\viators are using this apparatus for determining direc- 
tion and velocity of wind at altitudes up to 600 feet. Recreation for old and 
young. Any child can operate it. Get one to-day. 




^ PRICE I 250 

20-30 H.P 

5 in Bore. 5 In. Stroke 
1000-1500 R.P.M. 

Weight 98 lbs 

Write for a Catalogue 

The Detroit Aero-plane Co, 







Telephone 108 FULTON STREET Cable 

100 John NEW YORK Photonews. N.Y. 

Photographs of Practically every Aeroplane and Airship in the World 

Lantern Slides and Enlargements our Specialty 
Write for Catalogue Agents Throughout Europe 


Latest Aero Books 


250 W. 54th St. New York 

In ausu-ettng advertisements please mention this magazine. 

AERONAUTICS August, 19 l 

Vulcanized Proof Material 



Forbes and Flelschman, Balloon "New York" 


35 Hrs., 12 Mins. Forbes and Harmon, Balloon "New York" 


Harmon and Post, Balloon "New York," St. Louis Centennia' 


Harmon and Post, Balloon "New York," St. Louis Centennial 

2nd, BRESCIA HEIGHT PRIZE— Glenn H. Curtiss 


Used in the U. S. Gov. Dirigible and Spherical Balloons 

WILL last from five to six times as long as a varnished balloon. The weight 
is always the same, as it does not require further treatment. Heat and cold 
have no effect on it, and ascensions can be made as well at zero weather as in 
the summer time. The chemical action of oxygen has not the same detrimental 
effect on it as it has on a varnished material. Silk double-walled VULCANIZED 
PROOF MATERIAL has ten times the strength of varnished material. A man 
can take care of his PROOF balloon, as it requires little or no care, and is NOT subject 
to spontaneous combustion. Breaking strain 100 lbs. per inch width. Very elastic. 
Any weight, width, or color. Will not crack. Waterproof. No talcum powder. No 
revarnishing. The coming balloon material, and which through its superior qualities, 
and being an absolute gas holder is bound to take the place of varnished material. 
The man that wants to have the up-to-date balloon, must use VULCANIZED PROOF 
MATERIAL. Specified by the U. S. SIGNAL CORPS. 


Prices and samples on application 

Captain Thomas S, Baldwin 

Box 78, Madison Square 

In answering advertisements please mention this magazine. 


"Wittemann Glider In Flight 

C. and A. 




Gliding Machines, Models, 

Separate Parts 

Experiments Conducted Large grounds for testing 


1 7 Ocean Terrace and Little Clove Road, Staten Island, New York 

Telephone. 390-L West Brighton 


All working parts of Krupp 
and other German Steels of 
highest tensile strength ob- 






August, igio 



In Stock For Immediate Shipment 

/^LiR6-ft. Propeller delivers 200 lbs. 
^-^ thrust at 1200 R. P. M. CDo 
you want to get the best results? If 
so get a *'Brauner Propeller.** 

CLOur Propeller has proven more than 
satisfactory to those using it : : : : : : 


6h lbs. - 

- iSio.oo 


- 50.00 


11 " - 

- 60.00 


335-339 EAST 102nd STREET 

Phone, 2189 Lenox ::: NEW YORK 

FIRST in war, FIRST in peace, 
FIRST in the hearts of its country- 
men — By Georsre! 

Bear In Mind — It's a combined Helicopter, 
Parachute, Gyroscope, FL\'-wheel, Monoplane. 
JOS. E. BISSELL, Box 795, Pittsburg, Pa. 


===^=== Published by ^=^^=^=^= 




By Sir George Cayley, Bart., with Portrait 
and Biographical Notice. First published 1809. 


By F. H. Wenham, with Portrait and Bio- 
graphical Notice. First published 1866. 
^ Four more volumes in the present series will be issued during the 
^^ course of the year, including the most important works of Walker, 
Stringfellow, Pilcher, Francis Lana. Leonardo da Vinci, etc. 

The originals of this valuable series are extremely rare, and practi- 
cally unobtainable. All the illustrations are reproduced in facsimile. 

Price 25c. each volnme. Post Free 30c. 

Subscription for complete series of six, $1.35 post free 
On sale at the Publishing Offices of of the Aeronautical Society 
KING, SELL & OLDING, 27 Chancery Ltoe, London. Englana 

In answering advertisements please mention this magazine. 


August, T^io 



of America 


















W. Morrell Sage 


Models Developed 

One to Fifty Passengers 

Contractor to the United States Government 


Ninety-five per cent, of the Clubs in this country 

Also Representing the Santos Dumont Aeroplane 

American Representative 

Carton & Lachambre 

Balloon and Airship Builders 
of Paris, France 

The Wilcox Propeller 

Address : Box 181 

Madison Square 

N. Y. 

Jn answering advertisements please mention this tnagaxine. 




"Inventor's Guide" 



"Proof of Fortunes 

in Patents 
What and How to 

'THESK books will 
■'■ tell you How to 
Secure Money to 
"Patent" your In- 
vention, H o w to 
Sell Your Patent, 
and ALL about the 

Great Success 
of My Clients 

T r a d e - M a r k s , 
Copyriffhts. Prints, 
Labels, Registered 




August, igio 

Patents that Pay 

"My Trade-Mark" 

' Your business will have my personal attention." 

-E.E. V. 



YOU Should Have My FREE BOOK 

Telling- HOW OTHERS will do 
the same IN THE FUTURE. 
I N \' E N T • ■ B () O K F K 1-: E . 


American National Bank, 

Washington, D. C. 
Little Giant Hay Press Co., 
Dallas, Texas. 
Gray Lithograph Co., 

New York City. N. Y. 
Farmers Mfg. Co.. 

Norfolk, Va. 
New Era Mfg. Co., 

Fairfield, la. 
The Parry Stationery Co., 
Oklahoma City, Okla. 
Bell Show Print Co., 

Sigourney, la. 
The Camp Conduit Co., 

Cleveland, O. 
The Iowa Mfg. Co., 

Oskaloosa, la. 
Sam'l Allen &Son Mfg. Co., 
Dansville, N. Y. 
The Garl Electric Co., 

Akron, O. 
Superior Mfg. Co., 

Sidney, O. 
Tidnam Tel. Pole Co., 

Oklahoma City, Okla. 
Bernhard Furst, Vienna, 

1. Austria-Hungary. 
Compound Motor Co., 

Brooklyn, N.Y. 

I advertise my clients patents free in a magazine having t\v 


(Ske Above List of References— THEY TAl-K !) 


Slccessfl'i, Clients in Every Section of the U. S 
Expert-Prompt Services 

Registered Patent Attorney 
Patent Litigation 



836 F STREET, N. W. 



iniiK M ^Tr^iiisag^iik ¥^»niin 


E JT'^'Ulb M, dl]lliiiiDii#JIL ID JL 

^T Improvements in Aerostructures should be protected without delay. Thousands are 

^1 experimentinj;, and your discoveries ma> lie made and patented b> others. A seemingly 

unimportant point to-day, may <'()ntrol tlie Aeroijlaiie and Dirigible in tlie future asthcbclden 

Patents control the Automobile. Do not give your ideas away ; protect them with solid patents. 

We render an opinion as to the patentability of any invention without charge. Send us a 
sketch and description, photographs or a model for immediate report. 

Booklets giving full information in Patent Matters, a list of needed inventions and a history 
of successful patents, mailed free. Write for them. 


WOODWARD & CHANDLEE 12^7 F street, WasMi^ton, DC. 





\ Design for CURTISS TYPE of Machine 

I Seven feet diameter by ■t.40 to 6.10 ft. variable pitch. Performance guaranteed— Sixty miles per hour on 
511 H. P. at UOO R. P. M. We have these in the following styles : 

No. \. All edge-grain silver spruce, 6V2 lbs. $50.00. No. 2. All quartered grain white oak, 9 lbs. $55.00 

No. S. Quartered white oak with spruce core, as illustrated, 7':; lbs. $60.00 

» No description of these propellers can do them justice. In them theory and practice have been liar 
incmized. They must be seen to be appreciated. Other designs in stock or furnished on short notice. 



In answering advertisements please mention this magazine. 

AERONAUTICS August, 191 













1 he Call Aviation Lngine 


1st. .4 Four Cycle Engine. Tlie type used on 90% of all automobiles and motorcyles. The 
type used by all prominent aviators here and abroad, and holding all aviation records. 

'ind. A Water Cooled Engine. The only kind that can be dependfd upon for extended runs 
without danger of overheating. Our spiral water jacket, together with piston pump circulation is 
the most perfect cooling sys em yet devised. 

3rd. An Oppofscd Culinder Engine. The construction conceded by gas engine authorities to 
be the nearest vibration less iy\ie. By all odds the construction best adapted for aviation purposes. 

4th. A Silent Engine. The only engine yet designed for aviation liaving both main and 
auxiliary ports silenced. Hence the only aviation engine adapted for permanent use, or for other 
than merely exhiV)ition purposes. 

r)th. .-t "Fool-Proof" Engine. The utmost simplicity of construction, small number of 
cylinders, together with its being of the usual Four Cycle type, enables any automobile chanftVur to 
set and run it. not one in fifty of whom have any experience with Two Cycle, Revolving Cylinder, 
or V^-sliaped multiple cylinder engines. 

fith. A Tliorourihli/ Dependable Engine. Our Magnalium outer casing for cylinders and 
cvliiider he ids permits of a remarkably strong construction with minimum weight ; while our Vana- 
dium Grey Iron Cylind'-r and cylinder head linings, piston heads, valve cages, valve seats, etc., is the 
only dependable mitcri il for these parts. 

7th. A Superbly Beautiful Engine. The entire de-sign is thoroughly artistic; while all ex- 
posetl parts not constructed of Magnalium -a shining non-corrodible metal — are nickel plated, the 
whole surface l)eing polislied to a mirror finish. 

8th. Phenomenally Pou-erful Engine. This result is .secured by the of a comparatively 
small number of cylinders of generous proijortions, as distinguished from a multiplicity of cylinders 
with their numerous be irings. and consequent friction, and liability to derangement. 

9th. An E.fceptionidly Economical Engine. It is a matter of common notoriety among gis 
engineers that economy of fuel, as compared with power developed, is secured by large cylinde:s, 
few in number, rather than by a multiplicity of small cylinders— a consideration of paramount im- 
portance in aviation. 

lOth. ^-1 Moderate Priced Engine. While the material and workmanship of this engine is even 
superior to the very expensive foreign makes, and not to be classed with the cheap engines flooding 
the market, yet our aim has been to furnish avi iters with a moderate priced engine, cheaper th;in 
could be produced by themselves, except in large numbers, and with an expensive shop and foundry 


Model E-1: 2Cyllnoer, 50 Horbepower, weight 150 lbs., Pr. SLOOO 
Model E-2: 4 Cylinder, 100 Horsepower, weight 250 lbs., Pr. SI, 700 
Prices include complete equipment, NO EXTRAS 

Other Aviation Engines possess a few of 
these advantages. This is the only engine 
that combines them all. 

4" Delivery 30 da^s: Terms, 35 V Cash, with order; Balance sight draft against Bill of Lading 

{ WRITE for particulars and price of our REVERSIBLE AERIAL PROPELLER 

% Also of our COMBINATION RADIATOR AND HEATER, constructed of aluminum tubing. Utilize 

«!• the heat of your engine for the comfort of your passengers. Weight, I lb. per gallon of jacket water. 




^ ^ » } i > | t i j > ^ »^ >| b ■ ! • > | « ■ ! « > | » > ! ■ i | t > | t ■ ^ t ■ ! < t i | t t ^ t jjj t > ! ■ » ! ■ ■ ! » > ! ■ ■ ! • ■ ! < » ^ t t j t ■ ! ■ t j « ■ ! ■ ■ ! ■ ■ ! ■ > | « ^ ■ ! ■ ^ « ■ ! » ■ ! » ^ < ■!■ ^ it ^ ■!■ ■§■ ifr ^ ^ « i f a ^ < ■ { • ■ ! ■ ^ ^ « ^ * ^ ■ ! ■ cfr ^ ' ^ fr H I 

In answering advertisements please mention this magazine. 


Auqust, TQin 



Dirigible Balloons and High Speed Motor Boats 



and thereby avoid the unnecessary expenses, accidents and barriers to success 
that naturally follow in the wake in the ])urchasin.o- of an untried ])roduct. 


^T More and more we realize this as brilliant success, and brilliant failure 
^^too, are recorded. It is to the engine we must pin our faith to bridge 
that distance between us and a complete mastery of the air. To all who 
are putting- forward a strenuous effort to achieve this end, a RINEK motor 
will prove of invaluable assistance. They are the lightest, ])racticable, 
water-cooled aviation engines yet produced, and run with faultless i^recision. 


mounted "V" 
shape with a 
<)0° relation to 
each other. 
W eight, 27S 
\hs. eoniplete. 


SO H.P., Four 
mounted ver- 
tically on a 
common crank 

Weig-ht, 180 
lbs. complete. 

Favored exclusively by the experimenter in the science 
of flight, as they insure to him the maximum of safety 






In answering adtctiisvments please mention this magazine. 




M Q^BSt L O I L 








Taouum Oil Company, 
Dew York, 

Jvme 14, 1910. 


I wish to let you know that the 
oil which befouled ray spark plugs was not 
your oil. I used KOBILOIL going to Phlla- 
dolphla and had no trouble. Owing to mis- 
understanding, I was suppliaiJ there with 
some other oil, which caused the trouble 
resulting in my descent. Had I used Mo- 
blloll on my return flight, I should, un- 
doubtedly, have made the trip home without 
a stop. 

Very truly youra. 

^, //. 0c..^^ 








TO ^ 

June 13th,, 

1 11 Mil 11 H Mca nfiarii 


' picrcniAL fi£w^ 



Vol. VII 


No. 3 



38th ISSUE 

latisfied with Elbridge Engines? 

:bridge engines are all sold with cylN UNLIMITED 


.Jecent flights have 
: n made with 

lines by J. J. Frisbie 
Vlineola, Dr. Wm. 
ene at Rochester, 
t. G. L. Bumbaugh 

Ind ianapolis, 
vard H. Skinner, 
ith Beach, and 
ly others. 
■Jo one eyer com- 

ined that an 
ridge engine lacked 
/er or speed. Not 
' do they represent 
e actual hor se- 
ver forweight J- J- ^"-'^bie at Mineola, N. Y. 

1 any others on the market; but broken parts are practically unheard of. You need 
iv descend for "Lack of Power" if you use Elbridge Engines. 


"-«,' ". — 

Culver Road 

Rochester, N. Y. 

AERONAUTICS September, ipio 






I The HF Flying Power Plant 


|| "That engine will fly any properly built plane " * 

T ■ — (apt. Thomas Baldwin ^ 

T 4i 


J "I made a 25 mile flight (at Mineola) yesterday (July 12), the * 

J engine not missing once " — Geoi-oe Russell * 

+ l! 



* Four cylinder, vertical, four cycle, water cooled engine, 30 H. P. and J 
I 50 H. P. ; 100 H. P., 6 cylinder * 

I 1. Engine. | 

* 2. Oiling System, force feed. J 
J 3. Oil Tank, aluminum, integral with crank case. * 

* 4. Carbureter (aluminum), aviation type. * 
J 5. Water, circulating pump. { 
J 6. Radiator, special HF aviation type. * 
Z 7. Magneto, Bosch type or Eiseman Automatic advance. * 

* 8. Copper Gasolene Tank. * 
J 9. Propeller, laminated mahogany. £ 

* 10. Steel hub and thrust bearing. ♦ 

* 11. All necessary wiring; piping for gasolene, water and oil. * 

4t 4* 

% COMPLETE TOOL KIT— Water plug, wrench, socket wrench for plugs, | 

Z screw driver, wrenches for all nuts used, monkey wrench, pipe wrench. jf, 

I Price, 30 H. P. Power Plant, $1250.00 J 

I 50 " " " 1675.00 I 

I . J 

J The customer has no further expense except gasolene and oil % 

* t 



* ♦ 

In answering advertisements please mention this magazine. 

AERONAUTICS September, 1910 

f T 

e Name * 







guarantees t 


Excellence in Design and Workmanship 

Our Aeroplanes are Safe 
They Fly Well, Too 


CLOur Model A flew successfully I 

but our Model B beats it. t 

CLOur new Model C is even better. | 

CLThe price remains the same. 







* * 

4. 4. 

4. 4. 


J Call any Day — Weather Permitting | 

I at our Aviation Grounds, % 

4. 4i 

I Newbury port y Mass. % 

4. 4. 

4« 4> 

i For a Convincing Demonstration I 

4. u 4. 

4. 4. 

4. 4. 

4. 4. 


In ansivering advertisements please mention this magazine. 


September, 1910 

Cheering Hamilton's Philadelphia Flight 




In answering advertisements please mention this magazine. 



Copyrighted, 1910, Aeronautics Press Inc. 

No. 3 



By C. H. Inman. 

I'VE: — Thr iiiithor iif this paiirr has dcriscil 
iliparatiis for iiuliraliiit/ Ihr r. p. in. of ini 
lie and the indiicller Ihiiist <it all times diir- 
ftif/ht. The imiier i-oiitiiiiis much food for 
i/ht. — Till-; KniToi!. 

OH a numUcr of ycjirs I have ixitcd the need 
of some i-i'liable method of di'teriuiuiuft 
the horse jjowei- of small internal eom- 
bustion and other portable engines, and 

ite tie piissible vahie of some device which 

I be attached to aeronautic and other similar 
les to show at all times the horse power 
ioped by the engine while in actual service. 

steam engineer can tell by a glance at his 
n gauge whether his pressure is high or low 
knows at once if he is supplying his engine 
the maximum pressure. The gas engineer 
Snot this aid. but must trust blindly to olttain- 
( he right c<)nil)inati(>ns of numerous conditions 
S then guess at the result. ***** 
'ere are various methods by which this may 
one. of whicli I mention three, besides the 
i I will describe later : and of which last- 
sioned method I believe 1 am the origin- 

! ould my method prove of vaUu'. I will exact 
( ondition that the same be called as I have 
itened it, ■'The Reaction Test." to deter- 
; the iKirsejiower of engines and other ma- 
i's where aiiplical)le : and further, that the 
\ !• lie accredited to me unless someone else 
I ir(i\e a better and prior claim. 

' lirst of the three methods mentioned. I 

i-^i.iic. is the well-known 'Trony brake lest." 

1 I viiu will later note that I seem to follow 

■I way. l)ut a close analysis will show a 

'il (lei)nrtur(> in some respects. 

' siccind method in merit I will accord to 

■'1\ naniometer." also well known among (>ngi- 

lUii' aitplication of which is to attach a 

ini lilades to the shaft of the engine, said 

- iiiing of a known area and set at a 
■ ill distance from the shaft centers, at a 

■vpccd <'xert a certain amount of resistance. 
■iliiiLi to area, diameter, speed »nd atmositheric 
ii.\ From these we may calculate constants 

iwi'd in conjunction with speed of engine. 
I ■ next method is an electric one or the 

II resistance of electric currents flowing 
• ^li i>roper conductors, or magnetic effects. 

b sr three methods are all of merit in certain 
-. liut none of them can be utilized, as far 
'■ writer knows, while the engine is develop- 
;isi'fnl work, ])ossibly excepting some of the 
<ii- devices, 1 will endeavor to show how 
,M device may be applied to aeronautical and 
1 'Ugines showing at all times the exact 
'r ixerted l)y the engine without absorbing 
ill ibe energy develoijed by th(> engine while 
'lull service. Said device. I think, need 
\ i-ili more than l(i pounds for a ."iu- horse- 
[1 I ngine. and may be applied equally well to 
.).iil\ing cylinder type or th(> ordinary crank 
I type. With the aid of another attachment 
4I11 weight the exact pull or thrust of pro- 
may be measured at th<' same time in a 
nr manner. This may lie useful to aid in 
milling the variations due to changes in at- 
li. !i<- condition and also in ditTerent alti- 
I .1^ well as showing at once ihe best mean 

- ^iieed, junver absorbed and pull of proi>eller 
'luying conditions, absolutely doing away 

-m sswork. With the aid of a^suitable speed 

indicator and a graduated strip or ribband of 
paper i)a.ssing over a small, light drum driven 
by suitable means from engine shaft, it will be 
))()ssible to obtain an accurate record under varV- 
ing atmospheric conditions. 

Now in describing my method I will follow 
for a way the "Prony brake" system, the same 
rules for calculating being used :' but the method 
of proci'dure being diametrically opposite, theiv 
being no braking elt'ect in my method and posi- 
tively no absorption of power as in the other 
methods. I measure the [lower from the end of a 
lever ijractically in the same manner as may be 
done on the Prony system, but on the opjiosite 
side and contrary-wise direction or in reverse 
direction of transmitted power. 

.\ssuming a horse jxiwer to equal :;;!,(i(i<i pounds 
raised one foot high i)er minute, a pulley '.V.i ft. 
in circumference rotating l.ddOi r. p, m. would, 
with a resistance of one pound at the periphery, 
be exerting one horse power: with a l(»-pound 
resistance. 10 horse power: '>(} i)ounds resistance 
our load e(iuals ."io horse power. If the ijullev is 
rotating .'(K* r. jj, m. then our indicated horse- 
jiovver eipials one-half of the above stated amounts. 
If speed of pulley should be 2,000 r. p, m, then 
our reading would be doubled or 2, ijd and 100 
horse power, respectively. This pulley, like the 
North Pole, does not exist, so all persons are 
warned not to fit out any exj)editions to search 
for it. but is used only as an illustrative point. 

Showing sn sna^ication of Pzony 3MKf 

+ Fvlcnz-m . C°"mei-Mlinci? wf of CC ^nJ 
ar^^chmi^n'^ to Jt prv^rai-Jy .by y^rticjj ivir^ 

^—^ — ; 

H^iTvction of Prpssirrf 
from I^Tiginr Siaft 

_ :.^ —. 

— 33-f- r= /a-S-r-Z -TiaJ.^ S 
attached to sn^in^^sAaft. Sn^jtie (p)' 

But we do ui'Vcitheless utilize a lever in the 
place of the pulley and for convenience sake in 
computation consider it to e(|ual one-half the 
diameter of the jiulley, altlKuigh it may be in 
practice jireferably shorter and also on that ac- 
coimt comi)ounde(l to reduce weight and pressure 
on the same principle as the platform scale, or a 
lever of the second order, therefore, ."!.■) ft. circum- 
ference ^- ."i.UlO tpi) -^ 2 = ."> ft. 2% in., 
radius of wheel or the length of our lever and 
the same i)ressure exerted at the free end of 
this lever will register the same results on the 
platfoiin seal or {'alibrated spring as the weight 
or resistance on the pulley of sami' radius with 
corresponding sjieeds. 

.Now I>iagram .\o. 1 will show the application 
of the Prony lirake iiriuelple. Let .\ be the 
lever, B the pulley attached fast to engine shaft, 
the exact diameter of pulley is not essential, but 



September, iq 

the length of lever is ; C the brnke blocks, D the 
means to tighten the pressure on pulley, E the 
flow of water to prevent the ignition of wooden 
blocks and overheating of pulleys by friction. F 
the platform scale on which the thrust of lever 
is weighed. This thrust is in the same direction 
as the engine shaft and engine must be bolted 
down or otherwise well secured to prevent over- 
turning. A speed indicator being used in con.iunc- 
tion with the apparatus as in the dynamometer 
method and a constant to assist in the com- 

Now as the method is generally well under- 
stood and may be readily observed from the dia- 
gram, it mav not be necessary for me to go 
into further " details of the Prony brake pria- 
ciple, therefore in Diagram No. 2 I will illus- 
trate my method of "Reaction Test." 

Let A represent the engine, B the support for 
engine which may include a ballbearing and 
slipped on engine shaft, but preferably a short, 
proiecting part of hub supporting engine shaft 
bearing. At each end of crank case and con- 
centric with shaft, permitting a free movement 
of the entire engine and crank case independent 
of crank shaft movement, through a small arc 
of possibly 5 deg. will be sufiicient. 

Connections to engine, such as water circula- 
tion and supply pipe must be made flexible, of 
course, to permit free movement of entire engine 
tbrousb the small arc needed. Should euTin'^ 

of crank sh;if1. contrary to the otlier melhc 
above mentioned; my theory being that the foi 
exerted on the crank shaft is also equall 
by an opposed force from the crank case 
those types where crank shaft revolves and 1 
reverse' order in the revolving;' cylinder ty 
In the latter case we would merely attach ( 
lever to one end of the crank shaft and in t 
event allow free movement as before stated. 
only remains now to attach another small le' 
and dial to the thrust bearing of propeller 
determine the pull of same and a small spi 
indicator attached to engine to comjilete c 
equipment. The power dial will now show i 
torque exerted, the speed indicator the r. ]). 
of engine and tlie propeller dial the pull 
pounds. If we do not wish to add extra nicch; 
ism to compute our indicated horse power 
may do it easily mentally. For instance, sjk 
indicator shows 500 r. p. m.. power dial 40 pouu 
we are securing 20 horse power. The propel 
dial speaks for itself and if propeller is prope 
designed should show a pull of not less than 
pounds per horse power developed, or in t 
instance 180 pounds. 

Should our speed dial register 1,000 r. p. 
then our reading with the same pressure 
power dial would be 40 horse power and i 
I'loieli'T should shew oGO pounds pull. In 
favorable atmospheric conditions and engine 
tails. Should there be a variation due to a 

Ct'_^ TtTiT-^ 

NOTE - jR wij-^ Tnay iJsa l^ sf/j^L.j /^ f , 

be of a design which is top heavy ; that is, the 
center of gravity very much above the crank 
shaft, then we would probably have to counter- 
liMlance by attaching underneath the engine crank 
case, radiator or some other part of the equip 
ment ; or it is permissible to make our engine 
supports large enough and eccentric to shaft to 
obtain center of gravity : in which event a flexible 
or universal .ioint would have to be provided 
for propeller shaft. Tills overbalance might not 
effect reading but a very small per cent while 
on an even keel, but doubtless would if a violent 
rocking motion were given to plane or wherever 
I lie appliance were used, but as it is intended 
solely tor aeronautical work, we will not further 
consider outside effects. 

In the type of engine which I am now develop- 
ing and have patents pending, the cylinders are 
diametrically opposed in pairs and the center of 
gravity lies nearly on the crank shaft, therefore 
thc.v normally assume a horizontal position. Let 
(' represent our lever which we will compound 
on to the indicator hand to reduce weight and 
))ovver of calibrated spring required. C being 
liolted fast to crank case moves through the same 
.•u'c of vibration. D represents registering dial 
on which are indicated the pressure of the lever 
in pounds, corresponding to the 10-ft. pulley first 
mentioned. It may be noted here that the thrust 
of crank case lever C is in the opposite direction 


tude or change of atmospheric condition, the iiii\ 
dial will indicate by the pointer If the en; 
does not keep up the pressure, whether <Uu' 
lack of fuel, or air, or other cause, as any ex 
friction due to sticking pistons or hot journ 
will not be registered, including also impro 
fuel mixtures, (^tc. Should the atmosjihere 
very light and thin, then the speed dial n 
show the engine is turning over all right, 
with a corresponding reduced torque and a fall 
off or normal maximum pull of the propeller 
indicated speed, thus we may be enabled to 
at a glance what is wrong. A wind anomome 
may assist in securing positive data on wli 
to "obtain more accurate calculation as to ca 
and effect of various altitudes and changes of 
mosphere in the operation of aeroplanes and ot 
kindred subjects. 

By utilizing the three indicators as previou 
mentioned, we may further make note of ot 
phenomena which will be of value to the avia 
and scientist alike. We can measure in act 
service the variations in propeller thrust duo 
increased or decreased speed of plane, also > 
to variations of engine before inertia of niach 
has been overcome. Also to variations due 
ascending and descending from elevations. ' 
effect when striking a gust or eddy of air. '. 
effect can also be observed independently 
engine, plane and propeller of the result ol 
(Continued opp. parje SS) 


September, ipio 

The Bowden Patent 
Wire Mechanism 

lND tortuous ROUTE 

pHE Bowden Wire Mechanism 
is particularly adapted for Motor 
ar, Motor Cycle, Motor Boat and 
irship Service as follows: For 

rakes for Cycles, Motor Cycles. 

rakes for Motor Cars, Light or Heavy. 

alve Lifters for Motor Cycles. 

nition and Throttle Controls foi Motor 

Cars, Motor Cycles, Motor Boats and 

irburetor Ticklers. 
)rags for Motor Cars, 
uffler Cut-Outs for Motor Cars, Motor 

Cyoles, Motor Boats and Airships, 
ixiliary Air Controls for Motor Cars, Etc. 
larclipse Gas Lamp Shades. 

hat it is. — riie Bowden Wire Mecliaiiisiii tou- 
ts of but two parts — a closely coiled and 
ictieally incompressible spiral wire, consti- 
ing what is teimed " tlie outer member," and 
vire cable, practically inextensible threaded 
ough the above and termed "the inner 

hat it does. — Previous to the inlroduction of 
■ Biiwd-n Mechanism the usual mechanical 
thod ol' transmitting power Iti other than a 
light line was by means • f angle l;vers and 
Is, cal)l(s and piilk ys, an 1 oHier such devices, 
of which necessarily involve considerable 
iiplication, besides increased labor and expense 
adapting them s.itisfactorilv to the user's 
uirements Th > Bowden Wire M'-chanism 
penses with all these difficulties, while 
ibling power to be transmitted by the mo t 
tuous route. The mechai ism i-; lo np'ete in 
;lf, and requires "iily th it one member shall 
anchored to a stop at each ei;d. and that the 
er member shall le atiaclied to an operating 
er at one end and to the object to be moved 
the other. 

The opportunities for the use of the 
wden Wire Mechanism are praetie;illy 
limited, and in every ease its eTuploy- 
nt is accompanied by decreased cost of 
uatinf-- mechanism, simplicity, instan- 
leous operation of actuated parts (due to 
iohite lack of lost motion) and rehability. 
The Bowden Wire Mechanism may he 
ipted to impart eithcT a pulling or 
5hing movement. 

er Two Million Feet Sold Annually 



mes Building :: New York 

I The I 



Dayton, Ohio 

Sole Makers 
and Exhibitors 
of the Famous 


tfTTBoth 'planes 

TiJand motors 

built entirely in 

our own factory 











t I 

•S" .ft 

In anszvering advertisements please mcniion this iiiagazi)ic. 


September, U 

To avoid tyix' description in connection with 
"Constnu-tion Aids" has been the aim all 
along, making the sketches themselves fully 
Fig-. 6 illustrates an interesting article by Marc 
Paird in our English contemporary AcioiKiiitics. 
He says : 

"The carrying surfaces of a monoplane enter 
into two classifications : the rigid and the flexible. 
The former type, which forms the rational solu- 
tion of a light framework. i.s so expensive and 
so fragile that it has not been generally adopted. 
The latter type, on the other hand, has now 
been made to acquire a sufficient degree of rigid- 

"Instead of merely nailing down the cross 
ribs at their intersection with the main and 
secondary transverse spars of the vving. the joint 
at these points is now stiffened by various bind- 
ings, small blocks of cork glued in the corners, 
and other similar devices. Small square strips 
of Irish linen, even, glued in every corner have 
Ijroved to strengthen the Bleriot type of wing to 
a material degree. The saw-cuts made in the 
distance pieces of the ribs, by the use of a 
band-saw (instead of a fret-saw) have to be 
closed l)y some process of this kind. (A) 

"The general arrangement of the framework 
of a large wing, measuring some 20 ft. span 
from root to tip. Is .shown in ( P. ) . Strips of 
wood, preferably spruce. 1 in. wide, are used for 
the cross ribs. These taper down at either end. 
since the greatest strain nearly always falls 
about the center of their length (C). The dis- 
tance pieces are carved out of willow % in. 
thick (D). They are fixed to the ribs by means 
of linen tape bound three or four times round 
and glued down. 

"The built-uj) transvers(> Itearas are made of 
two ash boards, i/^ in. thick and 2 in. wide. 
.V small number of distance jiieces are sufficient 
to keep the boards together, since the ribs are 
placed only 1 ft. apart. In fact, three distance 
pieces for each beams are ample ; two are utilized 
for fastening the steel bands to the wings, as 
shown in (Ei, and one to strengthen the root. 

"The construction of the fuselage of a mono- 
plane has given rise to innumeralile experiments, 
designed to produce a structure combining ex- 
treme lightness with very great strength. As a 
matter of fact, one may state without exaggera- 
tion that those structures that present the ajjpear- 
ance of greatest finish and neatest workmanship 
are generally the heaviest and most liable to 
break. Heavy, if aluminum sockets ar(> employed ; 
l)reakable. if any holes are bored in the beams. 
These members of the fuselage should never be 
pierced or weakened. They require a tight bind- 
ing on their whole length, or at least in the 
vicinity of the struts. In this connection I may 
mention a useful tip, which is illustrated in F 
and (J, and which has been found very successful 
in practice." 

A valuable feature has been added to the aero- 
nautic department of tlie Philadelphia Inqiiirer'x 
Sunday issue, consisting of a weekly article by an 
expert, who writes under the name of Rirdman. 
These articles are written in a briglit, conversa- 
tional style, and are replete with interesting facts 
and gossipy discussion of timely aeronautic mat- 
ters. The Inquirer inaugurated a regular aero- 
nautic department more than two years ago, at a 
time when many other newspapers were printing 
facetious articles about "present-day Darius 
Greens," belittling the ett'orts of aviators wlioiii 
they now laud to the skies. Tlie chief cliarac- 
teristic of tliis paper's aeronautic department is 
its sane editing. It wastes no .space on fanciful 
schemes with absurd illustrations, but is a leader 
in the publication of real news and authoritative 
articles on aeronautic subjects. 

The returns from the Louisville "meet" on .Tune 
18-1'J are of interest to show the results under 
proper management. 

The sum total taken in was $03,036 in two 
days. The affair cost about .$11,000. leaving a 
profit of $22,636. Had Curtiss been able to fly 
an hour earlier on one of the days, it would have 
meant a <-i(nsi(lerabl(> increase. 

\ai\> wheels aaj a sfnn^y axle of wooi 

IOCM//VO h//^^ 
Vriglit Strut 





September, 1910 



Asli 2' A, ^" 

I " Mf'i.iOt*' 

7S Frame fvo,t/< 




'■f'/2xf/4-' •^^/32- 

,. thick 

Hanxi rarmari 

'T^f. ^rn& 

J. Prentice, Captain, U. S. A., stationed at 
Fort Hancock, X. J., has been working for a con- 
siderable period on the structure and curvature 
of the gull's wing, building many models and a 
large 30-ft. surface, made to scale to duplicate a 
gull's wing. It is Captain Trentice's theory that 
a surface after this pattern will prove much more 
efficient than the usual type of plane, and will 
enable fiiglit at si)eeds down to 1(1. miles an hour, 
lie has had exceptional opportunity for studying birds, and he has observed them in free 
flight in smoke to obtain data on the action of the 
air currents leaving the wing. 

William Evans, 81T-A I':ast Fifteenth St., Kan- 
sas City, Mo., has bought a Greene biplane equipped 
with a four-cylinder Elbridge engine. He will 
give exhibitions with it. 

Charles K. Hamilton's new biplane, of the Cor- 
liss type, is progressing. Walter Christie has the 
N-cycle ■•\ ]()() h. p. engine well in hand. This 
IS intended to weigh less than 200 pomuls. The 
inston rods are of tulmlar steel, the wrist pins, 
connecting rods and heads being bored wherever 
possible to reduce weight. The controversv be- 
tween Hamilton and (ilenn II. Curtiss is stHl in 

Lewis Strang, the famous driver of automol>iles. 
has bought the imitation Curtiss biplane built bv 
I'red Shneider for (i. E. De Long, of the Elbridg'e 
Engine ( o. This is fitted with an Elbridge 4-40-(i0 
2-cycle motor. Bosch magneto. Schebler carburetor. 

ihe public interest in aeronautics has been 
turned to good account by L. E. Dare of 216 West 
104th St., New York, who recently returned from 
a tour of the country, showing priiicipallv in large 
department stores. He gathered together' large-size 
working models of all the well-known flyers, with 
pictures, etc.. to decorate the exhibit. A lec- 
turer demonstrated the models at certain hours 
every day and explained to all inquirers the busi- 
ness of every part of the machines. The stores 
featured the exhibition, which covered about 400 
sq. ft., in their advertising, and great crowds 
were daily visitors. In some cities the public 
schools attended in classes. 

Ward and Brodie are trying out the Prof. J. J 
Montgomery monoplane in Chicago and are mak- 
ing daily flights in .lames E. Plew's Curtiss ma- 

Comparing the Gnome and tlie Adams revolv- 
ing motors. Eric Walford gives credit for the 
early conception and practical work of the Adams- 
Farwell construction and finds them similar in 
principle. While the greater lightness belongs to 
the (inoHie. the Adams has important constructive 
advantages. The power of the engine is con- 
trolled by varying the compression. A lever per- 
mits the adjustment of the inlet cam with rela- 
tion to the revolving engine. For full power the 
cam operates as usual, but otherwise the inlet 
valve remains open during part of the compression 
stroke, so that part of the gas is blown back in 
tile inlet pipe and less is compressed. This has 
the advantage that, when the engine is throttled 
down considerably, the iiressure within the cyl- 
inders does not fall very low on the suction 
strokes, as in ordinary engines, and the lubricating 
oil will not lie liable to l)e drawn past the jiisldii 
rings into the combustion chaiiilter. By this pro- 
vision one of the great ditliculties of revolving 
motors seems to lie ol)viated in the .\dams type. 
It has no exhaust pipe or inuttler. Iiut auxiliary 
exhaust ports at the l>ottom of the stroke break 
up the exhaust into two i)orlions and reduce the 
noise. The gas is not fed into th(> crank chamber, 
as in the Gnome, but into an induction chamber, 
and thence through five radial inlet pijies to the 
tops of the cylinders, so that this I'ligine does not 
lesciiible the radial-tlow turbine as much as the 
(iiHime. in which the gas travels radially outward 
through valves in the piston head, and then ex- 
pands inward, passing outward through the cyl- 
inder heads again on the exhaust stroke. — The 
.1 iilociir. .Iun(> 4. 



September, ipio 

Glenn Curtiss Files from Albany 

In a Bi-plane Equipped with tO NeW YOrK City 


Hammondsport, N. Y., June 4, 1910 
Akron, Ohio 
Gentlemen:— I have your letter of June 1st and thank you for your complimentary 

The Palmer Tires, with which I equip all of my aeroplanes give the best of satis- 
faction for the purpose. The light weight does not greatly impede the lifting powerX 
of the machine and the great resiliency enables me to land without shock on the 
hardest groundt and to pick up speed quickly in starting'^'. I am glad to credit a part 
of the success of my aeroplane to the Palmer tire. 

Yours very truly, (Signed) G. H. Curtiss. 

* "Curtiss-jerked a lever. The machine ghded 
along the ground for perhaps fifty yards, and 
then rose steadily, gracefully in the air. "'—The 
Outlook, June 25. 

I "Calm and cool, as unruffled as if stepping 
out of a street car. Curtiss, as he landed, called 
out, 'where's that oil and gasoline?' " — The Out- 
look, June 25. 

t "There was a sudden whir of the engine, a 
dash, across the field, and then like a huge bird 
Curtiss, in his aeroplane, rose gracefully in the 
air, circling about so as to come within the limits 
of Albany." — The Outlook, June 25. 

The Palmer Aeroplane Tire 

Manufactured by 

The B. F. Goodrich Company 

Akron, Ohio 



Aeroplane Fabrics 

Aeroplane Tires 


Tell us what you need, and let 
us explain the'' superiorities of 
GOODYEAR Materials. 


Akron, Ohio 


Clincher type only, which is the lightest 
and most satisfactory type for aeroplanes 

SIZE Weight complete 

20x4 in. 6i lbs. 

26x2i " 6h " 

28x2| " 7| " 

28x3 " 8 " 

28x3i " 8f " 

Wheels also furnished for the above sizes 
Pennsylvania Rubber Co. , Jeannette, Pa. 


New York — 1 74 1 Broadway ; Boston — 1 67 Oliver Street ; 
Chicago— 1241 Michigan Avenue; San Francisco — 512 
Mission Street : Los Angeles— 930 So. Main Street. 

In answering advertisements please mention this magazine. 


September, iqto 


By E. L, Ramsey. 

The Buen Tono Bleriot Monoplane Totally 

TirERE was nrrat enthusiasm disiiIayiHl ou the 
24th of .Inly to attoiid tlir trials of the 
Blei-iot moiioiilaiic, iiiadr hy Sr. Mamipl Le- 
bri.ia, the ^Mexican aviator, on the lands of 
the Kancho de Vallniena, and 8 a. m.. at which 
hour the trials wew scheduled to commence, the 
field was filled with an immense crowd, that 
anxiously and Impatiently awaited the promised 

After several successful trials, which earned the 
daring aviator tremendous applause, and when the 
crowd had gone, (luite a serious accident occurred, 
which, had it not been for the agility of Sr. 
Lebri.ia. might have resulted fatally. 

This accident took place when the aviator was 
returning to the hangar after having made an 
excellent flight, which easily surpassed all others 
made thus far. making all the turns with ease and 
having maintained a good height from the time he 
started until the accident took place. As he was 
coming along, and on descending, ho struck a place 
where the mud was extremely soft and sticky, 
causing the niachin(> to skid along for (|uite a dis- 
tance and to turn over on its riglu side, and as 
the wheels sank into the mud and resisted the for- 
ward movement, the frame of the machine broke 
in two from the force of the impact, the i)art con- 
taining the motor and propeller sticking in the 
mud. Alinor injuries were received by the aviator. 

The Captive Balloon "Ciudad de Mexico." 

The captive balloon which has been on exhibi- 
tion in the Oit.v of Mexico closed its season the 
other day and ^^ ill certainly be missed as an at- 
traction. The ascensions were discontinued on 
account of the rainy season. 

Great crowds would throng the streets to watch 
the numerous daily ascensions, and many of the 
most prominent peojile of the meti'ooolis. including 
Vice-President Ramon Corral and (Jovernor Ouil- 
lermo de Landa y Kscandon. had the pleasure of 
making the trip and enjoving the beautiful pano- 
rama presented by the "N'alley of !Mexico when 
looked at from a gr"ai^ height. The weather was 
cenerally superli and the atmosphere so clear that 
(he innumerable villaiies which surround the capital 
and the cultivated fields and orchards which dot 
the valley looked like a gigantic checker board. 

On the last ascension the pilot. Sr. Manuel L'>- 
l)i-i.ia. who has also made several short flights in 
I lie Bleriot nionoiilane. took up a jiart.v of his 
frii'uds. on which occasion the balloon was freed. 
Tlie i)arty descended near a railway station, where 
n luncli which was carried in the basket of thc^ 
iialloon was served. 

Mexican Aviator Makes His First Flight. 

On .Tnly .s. in (iuadala i-ira. on the larue and level 
lands known as 'Las .Xjuntas." to the right of 
the iirivate road of the Ouadala.iara Automobile 
Iriub. where ])lenty of space is to be had for the. 
iiurp<ise, though a tree here and there makes it 
dangerous for the aviator and machine should the 
latter not be provided with guiding gear, the pre- 
liminary luiblic trials of the aeroplane ".Talisco.'" 
invented bv Sr. f,oi)ez Me.iia. a Mexican youth. 
were lii^ld. 

The machine was run along the course several 
tiiins at a urettv .good clip in order to test the 
ngine. which was imported from Europe. tbcTi 
I he a\-iator raised his elevating planes slightly 
• ind the machine rose about •". ft. and skimmed 
iliiiitr. Finallv. after several attempts, an eleva 
linn of about (\V^ ft. was attained, but on attempt- 
ini; to make a turn one of the main planes struck 
I tree and broke, which brought the trials to an 
11(1 until such ti '^e as repairs can be rnadi^. when 
iii.itlKM' demonstv-ifion will he given. 
'I'lie trial was a success, and sliowi'd fliat the 

machme would lly. The large crowd in attendance 
expressed its apjireciation bv heartv cheers and 
prolonged applause, and the voung inventor was 
warmly congratulated. 

New Aviator Will Fly from San Antonio to 
Mexico City. 

Henry Alfred Sclnvoli. a young l^'rench marquis 
who has come into prominence here through an 
inheritance of .f;200.uoo gold, is the late.?t aspirant 
tor aeronautical honors in Mexico. 

Mr. Schwob states that a biplane is being built 
for him at San Antonio. Tex., which wilt have 
radical features of his own design which are not 
used on any of the other aeroplanes, and will be 
equipped with a 140 h. p. motor, to allow 40 per 
cent for the loss in pow(>r on account of the high 

ne also claims to have partially built a biplane 
With his own hands in Europe and has also made 
several successful flights in France. lie was con- 
templating flying from San Antonio. Tex., here in 
his machine, but as he is afraid that there might 
be long stretches where water and gasoline could 
not be obtained, and as his machine is a light ex- 
perimental one and not e(|uiiiiie(l for carrying su])- 
plies, he has given up the idea and will have it sent 
by express. lie anticiiiates no difliculty in flying 
with his machine at this altitude. He expects to 
be ready to make his first (light in about a month 
or two. 

The Monoplane as a Freight Carrier. 

Perhaps the first practical adaptation of the 
aeroplane for freight-carrying purposes in the world 
is shortly to be made by .\. A. Williams, an aviator 
of Douglas, .\riz.. he having contracted with Dr. 
.T. .T. P. Armstrong, who owns a placer mine in 
the Chihuahua ^Mountains, in the Sierra Madre 
range, near the city of Chihuahua, Mexico, for the 
transiiortation of placer mining machinery from 
Douglas to his property, a distance of about .300 
miles. The machinery in question consists of 
pieces which can be made up info KMi-pound lots. 
The machine which Williams will use is a mono- 

When the above notice was brought to the at- 
tention of oflicials of (lie Mexican government, 
immediate instructions were given to Sr. de la 
P>arra. Mexican ambassador at Washington, to 
hurry the signature of the treaty for aerial navi- 
gation, which is at present being considered be- 
tween the United States and ^lexico. The Mex- 
ican government, when proposing such a treat.v to 
Uncle Sam. not thinking, perhaps, that such legis- 
lation would be re(]uire(l so soon for the purpose 
of regulating aerial freight (ralHc. 

Aeronautical Society Lectures Printed. 

'I"be Aeronautical S 
(be first of its serie 
the discussions and 
twice a month meet 
graphic notes have 1 
meetings with this en 
contains the (a Ik of 
Weather Bureau in X 

An abstracted acre 
been prepared foi' di; 
sent to the various n 
their use. Tt is hoiu 
will result in the d( 
headings as :— 

ocie(y (New Yorki has issued 
s of bulletins containing all 
lectures held at (he special 
ings. Since last fall steno- 
)een taken at each of these 
d in view. The first bulletin 
.laiiK^s H. Scarr, head of the 
ew York City. 

luautic^ dictionary haa also 
;(ribution and copies will be 
ewspapers of the country for 
•d that (his missionary work 
)ing awav with such ab.snrd 

Airship Wrecked at Mineola. 

Dr. Walden Injured in .Monoplane 

which appeared in several of the New York 
aflernoon iiapers recently. Even in Philadelphia 
(lie AeronaiKical Editor is up on the new Art. 



Scptcnthcr, iqio 



By Cleve T. Shaffer. 

EXCKPTINO power plant, this machiiiP would 
appoar at first s'lance to be an exact dupli- 
cate of the Farman machine in which 
Paulhan made his height record at Los 
Anjreles. but on closer inspection a number of 
modifications and some improvements may he 
observed. For instance, the diagonal cross stmt, 
or stay, on each skid. Curtiss lateral control by 
shoulder brace, and elevator and rudder control 
by wheel : skids on ends of plane ; skids on rear 
cell, which on striking the ground allow the rear 
edge of the lower plane to swing up and thus 
avoid injury in landing. One noticeable defect, 
to the writer's mind, is the flatness of the planes, 
the camber being only 1 in .^^6. which, no doubt, 
accounts for the large horse power and high inci- 
dent angle. It is claimed that this machine has 
flown with a r,0-.S5 horse power motor, but evi- 
dently results were not satisfactory as a 60 
horse power is now installed. 

The machine is of very neat construction and 
workmanship. thoTigh the sockets aupear cumber- 
some and have altogether too much head resist- 
ance. Except on rudder, elevator and aileron 
controls, where Roebling "aviator cord" is used, 
oil-tempered steel wire is used throughout. No. 
12 guying the planes. No. attached to skids 
and No. 6 between skids. Ferrules are used in 
fastening. Eflicient turnbuckles of their own 
design are used, a small one testing 1,14!) pounds, 
a medium and a larsre testing (stated^ 4 tons. 
They consist of a Mc.\damite body of suitable 
shape into which screws the eyes liy right and 
left-hand threads, a lock nut' on one " of the 
eyebolts is screwed against casting or body end 
and locks. 

The skids extend out in front finite a bit fur- 
ther than in the Farman. ferruled end being 
guycMl to frame in usual manner. 

Spread is 32 ft., length 42 ft., surface 372 ft. 
wei'flit S.")0 pounds without operator. 

I'liincs. — 32 X 6. lower cut out to beam for 
propeller, are double covered, ribs and beams 
enclosed with Naiad No. G ; beams are laminated 
front 1% X 21/2. rear 1 1/2 x 21/4: ribs are built 
up. nailed and glued to beams, camber 2 in.. 30 
in. liack from front edge: struts, oval, li/^ x 1 
in. center cross section : Vi x %-in. ends. Inci- 
dent angle very hich for biplane nractice. though 
measured, is not to be made pulilic as vet. 

riidsfils. — Regular Farman type — Two skids and 
four wheels, with the addition of a diagonal cross 
strut from underside of lower rear beam to skids 
in front of wheels. Chassis stmts are IVo x 2V4, 
in., cross section oval. McAdamite sockets of 
suitable angle. Holes drilled into casting are used 
for guy-wire fastening: this is not verv good 
practice unless some sort of a bushing is used. 
as the vibration of the wires wears the motal ap- 
nreciably. Am indebted to Mr. Peters for t'Ms 
information, which I believe is not generailv 
known. Skids are of hickorv 'iVz in. wide. 2^^ 
high. Wheels are 2S in. with a 2% -in. tire, 
steel rims, narrow hubs and babbitt friction bear- 
ings, are 33 in. apart on a 2 14 in. axle, held in 
place on inside by stay collar and outside by a 
cotter pin. An eyebolt set in the skid takes 
the ends of the two %-m. I.S-gauge stavs. other 
ends fastening to collars on axle. The method of 
hanging skid is ingenious: the skid passes through 
two rectangular links of '4 -in. iron, which (>ngage 
grooves on bottom of skid, lleavv leather straps, 
adiustable by a buckle, fasten the links to two 
other links of 1^4 -in. scjuia re-moulded rubbm- : 
these latter pass over axle and are held in place 
by wooden shoulders Iiolted to axle. Liyht skids 
are i)ivoted from rear lienni at each end: wires 
with a rubber elastic luedlum. to take up shock, 
run from middle of skid to front beam. 

Coiifrnls. — The elexator axis is at a jioint 12 
ft. f)iit in front, a JMc.XdaniKc- casting connecting 
(he two spars and serving as a bearing for the 
shaft. This is placed a little forward of center 
of the double-covered plane, which is flat on the 
bottom, size 3 x ,8 ft., and works in conjunction 

with a flap hinged on th(> upper rear surface. 
Three posts are placed on the front and two on 
rear. Tail jjlanes are 8 x 6 x (^) ft. apart, su])- 
ported by two skids (see general description). 
The front edge is 14 ft. 3 in. from roar edg« 
of main planes. Outrigger spars are two-ply 
laminated. 1 1/10 in. square section, struts same 
size as in main planes, 48 in. apart. 

The rudder is 4 x 6 ft., placed between planes 
on front middle strut. A cord prevents more than 
18-in. movement to each side. 

Ailerons. 1% x 6 ft., hinged to rear beam by 
thre(> hinges. 

Ste(n'ing wheel, automobile, spider bored out 
to lighten, post pivoted at center (see photo 1 
between seat and engine base frame, to which 
are mortised and bolted the Vs which hold the 
stationary foot rests. Aluminum treads are 
placed on these, giving the machine a finished 

The shoulder brace is laminated and the seat 
of wickerwork. 

Power 'plant. — .\ 60' horse power Hall-Scott 
8-cylinder engine drives direct a 7 ft. 8 in. Ilall- 
Scott propeller of about 4% -ft. pitch — not uni- 
form: blade 12% in. wide with %-in. camber at 
this width. Thrust at 1.400i r. p. m. (stated). 
280 pounds. Shaft ai)proxiraately horizontal in 
flight. Motor is equipped with a Bosch magneto. 
Gear water and oil pumps. Oil tank fixed to 
base of motor. Ttadiator placed over and in 
back of operator. Gasoline tank, three-gallon, sup- 
ported by wires. Engine and seat base clamped to 
beams by %-in. TT bolts. 

On .July 24 three flights of about a mile each 
were made without accident, including turns. The 
machine handled excellently with J. W. Peters pilot. 

.VERONAt'TH's is greatly indebted to the courtesy 
of the owners for allowing its representative to 
go over the machine so thoroughly and secure the 
above valual)le data for pul)licati()n. Mr. Don C. 
Prentiss and Mr. .T. W. Peters were especially 

O'Brien Flies Farman Type. 

Clifton OT.rien. of the Pacific Aero Club, has 
a Farman-type machine. He reports having made 
several flights, longest being about a quarter 
mile. In his Last flight he rose from the ground 
in a run of 7.". ft. and while flying along at a 
height of 20 ft. was caught in a downward eddy 
that swirled around the grandstand and tipped 
him over to the left at an angle of nearly 45 
deg., desiiite his manipulation of the ailerons. 
He finally recoveri'd his lateral control, but in 
the meantime lost in the fore and aft direction 
and the machine, which was probably too lightly 
built, struck the ground violently and was 
wrecked. Mr. O'Brien escaped injury. 

The machine is 31 ft. spread by " 42 ft. fore 
and aft. Planes 31 I)y ft., curvature 1 in 32. 
Weight of frame without power plant, 376 pounds. 
Weight complete. 820 pounds. 

The power plant consists of a llall-Scott 8 
cylinder 60 horse power engine, driving direct a 
ITall-Scott 7 ft. 6 in. by 4-ft. pitch propeller. 
The thrust claimed is 28.'i pounds. A "Sunset" 
radiator of but 1 •"> nounds weight does the cooling. 

The biplane is almost a duplicate of the Wise- 
man-Peters completely described in this issue, hav- 
ing the same sockets, ribs, stmts, control and 
general dimensions and power plant. As pointed 
out by the writer in the descriiition of the latter 
machine, the small camber of the surface nec(>ssi- 
tates a greater angle of incidence and a c(irr(>- 
spondingly greater horse power. 

Leyland P.r;, ant and Louis Foi'lney. of S.ii) 
Francisco, who recently completed a large .\\v 
loini'fte l\pe muiiiinlane. wrecked the machine on 
each of ils two trials and are now at work (lis 
semblini;- the remains, having given up active 
particii>ation in the conquest of the air. Tliev 
will sell the 60 horse power auto engine with 
which the machine was eciuipjied. 



Scptcjiibcr, ipio 

Detroit Aeronautic 
Construction Co. 


Complete Light-Weight 
Aeronautic Power Plants 

4cyl. 30 to 40 H. P. 41,"x4V" 
4 cyl. 40 to 50 H. P. 5" x 5" 
6 cyl. 50 to 60 H. P. 5" x 5" 

For prices and descriptive circulars, just 
write to 

Detroit Aeronautic Construction Co. ^*/™"o'rMf„^l^^ff 

T T"!"!' '•" 'l" 'I" 'I* V *•" *l* V 'I* *•" *♦" *•' *l* *I* 





M. Paridon 

In Machine 

July 2nd 


Do You Want a Reliable Machine ? 
Do You Want a Handsome Machine? 
Do You Want a Durable Machine? 
Do You Want a Powerful Machine? 

If you do, we have it. Write or call on the 

BARBERTON AVIATION CO., :: Barberton, 0. 1 

In ansivering advertisements please mention this magazine. 


September, iqio 


Aeronautical Supplies 



Catalogue of Aero Supplies 

37 Models of Aero Motors, 7 makes of Propellers. — ^ 

Complete line of Aerial Building Material and Accessories. 


R. O. RUBEL, JR., fit CO. 

The Aero Supply House of America 

1 32 N. 4th SU LOUISVILLE, K Y., U. S. A. 


Laminated Wood Propeller 

on lines giving 



PRICE^SS.OO f. o. b. 

Mail or Teiegi^M 10% of amt. 

and we will ship C. O. D. for 



Sole Manufacturer 

67 Main Street 

San Francisco California 








= G. & A. = 


A! MYFR^ In/> 244 West 49th St., NEW YORK 
, %3, ITl 1 l^lXi^y lllC Sole Owncra U. S. Patent Rif/htK 

More Power Less Gasoline No Adjusting- No Priming No Float Leveling No Springs 


SPRAY NOZZLE : Automatically atomizing the proportions of gasoline for high and low speeds. 
BALL CAGE : Automatically controlling the openings of auxiliary air for high and low speeds. 
^^~^^~~~"^^^^^^ Write for Booklet on Carburetion ——^^^——^—^^^^— 
All persons are cautioned against infringing on the ball cage for the intake of auxiliary air. 


(C^^Xxx^yD^"^ WV^tcu 

25-30 h. p. cylnzani cTWotor 
^ now on exhibition at ^j^^^o STATEt'cANfoA' AND MEXICO 

735-7th cyl venue, New York. Yves de Villers & Co. 

We guaiaiiteo delivery ot'.inv one of our inotor,s betwet-ii V'-1.5 d.ivs nfti-r icciMnt of tli 




orrler. For failure of tleliverv 


Septeuihcr, tqk 


1 — Shows flatness of angle and plane skids. 
—Running gear; note diagonal stmts to skid. 
—Machine in flight, July 24, at Petal uma, Caiif. 

4- Skid and wheels. .j — Control dftail. siiowiuu 
shoulder brace and wheel: also type of sockets. 
— A close view of the rubber shock absorber. 
7 — The Hall-Scott power plant. 



September, ipio 


By Chas. E. Schmerber. 

THE Stevens monoplane, built by Wm. Stevens, 
of Los Angeles, Cal., wbicli lacks but tlie 
motor to go on its trials, embodies some 
new ideas in monoplane construction. 

Frames. The framework consists entirely of 
steel tubing, except the ribs and lateral beams of 
wings. These are hollow wood, wrapped with 
muslin tape and glue, then wound diagonally with 
piano wire. All joints are brazed. The body is 
of hexagonal design properly braced by steel wires 
equipped with turn buckles. 

Planes. The width of the main planes is 32 
ft. over all with a depth of 10 ft. tapering to 
3 ft. at the tips. Width of rear plane is y ft. 
e in., and depth 10 ft. The total length of the 
machine is 24 ft. 

liunning gear consists of three caster wheels 
26 X 2%, spread of the front pair being 7 ft. 
6 in., all wheels being pivoted with spring suspen- 

Propulsion. The diameter of the propeller is 8 
ft. with 10 degrees pitch. The motor has been built 
by Buel H. Green, of Los Angeles. The engine is 
an eight-cylinder set at 90 degrees, "V" type, 50 
h. p. ; the bore is lOOm/m, the stroke is loOm/m. 
The cylinders are made of high carbon steel, turned 
from the solid billet, the pistons are low carbon 
steel with cast-iron rings ; the cylinder jackets are 
of spun copper, and the cylinder heads are water 
jacketed oast iron; the valves are placed at an 
angle in the cylinder head, and are operated by a 
cross beam from the cam-shaft, which lias four 
double throw cams, each cam operates the valves 
for two cylinders. Connecting rod's and crank 
shafts are made of Vanadium steel, the crank 
case is aluminum, carrying at each end large 

annular ball-bearings which support the crank- 
shaft, P. & S. ball-bearings also are used to carry 
the cam-sh'aft as well as for rollers in the valve 
plungers. Mr. Stevens is also using a special turn- 
buckle which Green is making for the aeronautic 

Both inlet and exhaust valves are of generous 
proportions, being 50m/m diameter, so as to 
offer as little resistance to the passage of the 
gases as possible. 

Control. The control of this monoplane em- 
bodies some new ideas, the lateral stability being 
maintained by the main supporting planes in this 
way : The planes are pivoted in their center of 
pressure and independently of each other, and 
can therefore be offset, viz. : one plane can be 
given a greater angle than the other. The scope 
of angles is from 3 degrees negative to 18 d'egrees. 
Both the elevating and offsetting of these planes 
is ingeniously effected by the movement of one 
handlebar in front of the aviator in such manner 
that swinging this handlebar upwards in a verti- 
cal plane gives a larger angle to the plane on that 
side, thereby righting the machine. By pulling 
the handlebar on the left towards you, gives the 
planes an angle of 3 degrees negative and the 
opposite movement gives 18 degrees positive. As 
can be seen by the photograph, the aviator sits 
over the rear plane, back of the rear wheel and 
just in front of the direction rudder. 

The weight of the machine when fully equipped 
and including aviator will be l.OOO' pounds. 

The double surface direction rudder is operated 
by the feet on a cross lever connected up by wires 
through pulleys. 

The Stevens Monoplane 


Scptcinhcr, igio 

fPrARAGON propellers! 






Diam. aft. Pitch 4V^ to 5 ft. variable. Weight 10^4 Ib.s. J 

This style of propeller yields over 450 lbs. thrust at 1 100 revolutions per minute. 

Tlie folK)\ving letter slioukl interest tliosf wlio have iiKiuircd about the standing thrust produced liy our 
propeller.s : 

American Propeller Co^tPANv. August 10, 1810. 

Washington, D. C. 
Cientlenien : We have the pleasure of reporting to you that on July 2ti. 1910, we tested one of our G-cylinder 
aeronautic engines, furnished for Dr. W. W. Ciiristm is' biplane, using one of your PARAGON propellers of 
K-foot diameter by 4'2 to 5 ft. variable pitch. The propeller gave a thrust of l;jti pounds at iioo rev. per niin. 
We also examined the propeller for accuracy of balance and correctness of form and pitch on the 
opposing blades and found them very perfect The mateii 1, workmanship and tinish and your mode of 
fastening the laminations together are to be highly c<imniended. Although tlie weight of the propeller was 
but l(i-'4 pounds there was no apparent deflection under the extraordinary strain. 

Very truly yours, 

TiiK Kmerson Rncink Compakv, 

Victor Lee Emerson, President. 

\W' <iiiai-uiitet' our propclltTs to 1)(' superior to other.s by every test ; lul in every partu-ular. 

It is "up to you,"" Mr. Flyiuj;- Man, to liave your propellers seieiititic-ally deslKued fo'' 
your machine or to take your chanc-es of suecess witli the eommon kind. The cost i.s no more- 
Let u.s send you a printed form for informatJDn upon which we can make preliminary calcu- 
lations and give you an estimate. 


Makmrs of the 

616 G Street, N.W., Washington, D. C. 

'Paragon" kind 



In Stock For Immediate Shipment ^ 

r^UR(J-ft. Propeller delivers '200 lbs. 
^-^ thrust at 1200 R. P. M. C^o 
you want to oet the best results? li' 
so get a "Brauner Propeller." 

COur Propeller has proven more than 
satisfactory to those using it : : : : : : 


335-339 EAST 102nd STREET ♦ 


Phone, 2189 Lenox ::: NEW YORK ♦ 


True Screw : Any Pitch 




()i lbs. 

- - 


7 -ft. 

8i " 

- - 



11 " 


no. 00 

Aluminum Castings, Turnbuckles, 
Aeroplane Cloth, Wire, Bamboo 

Write For Particulars About ^^— 

De Chene Motors 

35 h. p., $650. 




/;/ auszvering advertisements please vientioii this magazine. 














QUR true pitch, laminated ash and mahogany 
^^ propellers combine all the most valued and 
proven features of foreign and home practice. 

TTHEY are built in large quantities on the inter 
' changeable plan. 

1A#E specialize. You get the benefit of our ex- 
■'■ perience. 

^OU know the value of buying a stock article, one 
' which is past the experimental stage. 


6 ft. dia. for 20-30 H. P. $50.00 at our Works , 

(Thrust 200 lbs. @ 1,200 R. P. M.) Larger 

7 ft. dia. for 25-40 H. P. $60.00 at our Works ! SiZOS 

(Thrust 250 lbs. @ 1,200 R. P. M.) ^q 

8 ft. dia. for 30-60 H. P. $70.00 at our Works 

(Thrust 300 lbs. (/ 1,200 R. P. M.) 



New Vokk, July 9th, 1910. 
THE REQUA-GIBSON COMPANY, No. 225 West 49tli St., New York. 

Gentlemen: — It gives nie pleasure to be able to tell you that your propeller has given 
me entire satisfaction. I think the silk reinforcement on the tips is a great improvement, 
as I have had broken wires, etc., get caught in the propeller witliout doing serious damage 
to same. 

Whenever I can say a word for the REQUA-GIBSON propeller you may rest assured 
that I will do so. Very truly yours, 


Small propellers for Models 10-16" dia., $5.00 

Mail or telegraph 10"6 of amount and we will 

ship C.O.D. for balance, plus cratage. 

When ordering state the direction of rotation of 
propeller when you stand facing the breeze made by 
the propeller, clockwise or anticlockwise? 

If uncertain as to the size you require, state the 
horsepower of your engine and its speed. 

The Requa-Gibson Co. 

225 West 49th Street, - New York, N. Y. 

Phone 7200 Col. 60th Street Subway Sta. 


In anszvcring adveriiscmcnts (^Icasc mention this nuiiiacuir 


September, ipio 


By Prof. H. LaV. Twining. 

Three machines now at the Los Angeles Vero- 
drome are endeavoring to fly. J. J. Slavin, with 
his biplane, has made a flight of 50 ft. The 
aerodrome is one mile in circumference, thus mak- 
ing It 1,700 ft. in diameter. Tart of this distance 
is taken up by the motordrome track and the 
inner fleld fence. This leaves but 1,000 ft. clear 
space m length. This is too restricted a space 
for amateurs, as it takes a large part of the dis- 
tance to clear the ground, and one must alight 
within a small distance to avoid running into 
the fence. 

A ti-ack outside of the enclosure has just been 
completed. This track is over a mile in length. 

T p to th,. prcsc-nt time a thrust of l.S(» potuids has 
been obtained at 1.400 revolutions. 

(xeorge i)eu.ssler has built a machine of the 
l^arman type, equipped with a Mitchell automo- 
bile engine of 30O pounds weight and :i(i h p 
lie has been off the ground with this machine 
and in a try out on .July 31 the front control 
broke. I he wind blew it back into his face 
and cut the bridge of his nose. He escaped other- 
wise unhurt. 

The Greer-Robbins machine is a monoplane of 
peculiar construction. This machine is equipped 
with an "N" model Ford automobile engine If 
liMs ninde a flight of some 9.3 ft. This machine 

The Aero Club of California's Aerodome 

:iiiU Mr. Slavin intends to try out his machine on 
this track on Aug. 5. Slavin's biplane differs from 
others in the arrangement of the main planes, in 
order to secure automatic lateral stability. The 
resistance under one plane causes that plane to 
shift the opposite plane automatically. The same 
is true of the fore and aft stability. 

The Eaton-Twining machine has been running 
around on the ground endeavoring to fly. This 
machine is a monoplane of the Bleriot type. It 
differs from that machine in having sliding ])lanes 
for securing lateral stability, inst(>ad of ailerons 
or warping. The machine is making daily jumps 
of 10 to 5(^ ft. On one occasion it rolled over on 
its back. Warren S. Katon was driving the 
machine. The main planes had not yet been put 
on. In making a turn the macliini> skidded and 
turned over sideways, landing on its back. Warren 
escaped unhurt. 

On another occasion the axle broke, and as the 
iiiachine was traveling some 25 miles an hour, it 
pitched over on its nose. Warren Eaton was the 
ilihcr and he again escaped unhurt. 

Mr. Slavin's machine is equipi)ed with a Werner 
inotcir, made in T os .\ngeles. It is a .'10 h. p. 
t cylinder water-cooled motor. The Eaton-Twining 
mnihine is equipped with a Ford automobile en- 
yiiic, "T" model. 4-cylinder water cooled. '22Vz 
h. ]i. Total weight of power plant is 200 pounds. 
Weight of machine with aviator is 700 pounds. 

The Eaton-Twining Machine 

is in-obably the second machine belonging to a 
member of the Aero Club of California to leave 
the ground, the Gill bipUine being the first. The Gill 
machine is a Farnian type so that the Greer-Robbin.s is the 
first monoplane invented tty a inenil)er of the Aero Club 
of California to clear the ground. There are some 
ten other machines at the "aerage" in various 
stages of construction. 

Praise for "Aeronautics." 
I)i:.\R Su; : 

I have reail your editorial note for .July with 
admiration and enthusiasm, and note your" .splen- 
did advertising ])atronage, and its logical nature, 
with real aslonishnK^il. Your periodical has been 
as complete, world-wide and nearly as wonderful 
as the triumph of Wilbur and Orville Wright. 

1 am only a literary man of (iO ; I have stuck 
to my trade and have beheld the death of nearly 
all illusions. Yet the scientific progress since 
1S7<!. the phonograph, telephone, the dynamo, spec- 
troscope, turbine. X-ray and radio-activity, and 
finally the Wrights, have kei)t me alive to the In- 
teresting character of this otherwise unpleasant 
world. Wonderful ! Wonderful ! One may be an 
incpiiring little child at 60! 

John McGoveun, 
632 North Central Ave., Austin Station. 

Chicago. 111. 


AERONAUTICS ' September, ipio 


Curtiss Flies Over Mars at Omaha. 
Windwagon^at Detroit. 
Brookins Flying at Detroit. 

Brookins Just^Before 
his Accident at 
Asbury Park. 

Curzon Flying his Farman at 

St. Louis Novice Meet. 
The New Wright Chassis. 

Asbury Park. 

Aug. 15. — The success of the Wright Meet 
which opened at Asbury Park, August 10', un- 
der the auspices of the New Jersey Aero anrt 
Motor Club, was marred on the very first day by 
the injuring of several spectators when Walter 
Brookins smashed his machine at one end of the 
grand stand. The machine used was the first 
Wright macliino to bo seen in public with wheels 
and ihe fliglit was the very first one that had been 
made. The wind at the grounds was very strong and 
at times the aeroplane almost stood still. Gliding 
down from a height with the engine shut off. Brook- 
ins was just about to touch the ground, so eye 
witnesses state, but right in front of him were 
newspaper men and photographers. To avoid 
these, Brookins. with the little headway he had, 
turned up again to clear them but he did not 
have speed enough. Turning the machine quickly 
toward tlie most available spot, it landed on its 
nose :and was smashed, and Brookins somewhat 
hurt. 'IMie spectators who were injured, and sev- 
eral quite seriously, were struck by the machine 
in making its landing. The highest wind velocity 
between 1 :00i P. M. and (> tOn P. M. that day. ac- 
cording to the nearest weather bureau station, at 
Long Branch, was 24 miles an hour. Hoxsey, im- 
nuediately after the accident, went up for five 
minutes, and one of the hot air balloons was sent 

The Wright aviators at the Meet are: Walter 
Brookins, Prank Coffvn, Duval La Chapelle, Arch 
Iloxsey and Ralph .Tohnstone. 

Up to 3 '.OO' P. M. every day there is an exhibi- 
tion of kite flying given by A. E. Wells with his 
outfit of all kinds of kites, and by the Signal 
Corps of the New .Jersey National Guard using 

Eddy kites. Every day that the weather permitted 
Fred L. Owens has been going up in his dirigible. 
.Johnny Mack gives each day an exhibition of single 
and double hot air balloon ascents with para- 
chute drops. The field is one of four acres enclosed 
by a 15-ft. canvas fence. 

The accident seemed to double the sale of seats 
the next day when 10,000 persons were present. 
Wilbur Wright came on from Dayton to visit 
Brookins and saw Johnstone and Iloxsey fly, and 
in a contest, alight in a pre-arranged space. 


The third day saw the death of Benny Prinz 
who was killed in making a double parachute 
drop, the second parachute failing to work. He 
must have fallen from a height of about l.OOOi ft. 
Two men were in the balloon, Samuel Ilartlaud, 
and Pi'inz. Harlland had already cut loose from 
the lialloon and reached the ground safely in the 
single drop. Governor Fort was present and saw 
the flights, leaving just before the fatal accident. 

On this same day Hoxsey and Johnstone were 
both in the air at the same time making short 
turns and dips, and cutting fancy figures. Hox- 
sey went up to 1,800 feet, the highest that he has 
yet been. 

Johnstone made his longest flight Saturday, re- 
maining up ?>5 minutes and attaining an altitude 
of .".OOO ft., the end of his descent Iteiug at a 
sharp angle with the engine cut off. I>uriim- tbi- 
flight the dirigil>le was sailing around and IIoxm) 
did "stunts" many hundred feet below Jolinstmu 
Coffyn also flew. 

Sunday there was no flying and' to-day m r:iin 
st(irm prevented. The meet has six more days to 



September, iQio 


Aeroplane Co. 


Working Models 
Flying Models 
Separate Parts 


From Working- Drawings, Etc. 




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Special Notice! 

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up with our correspondence, but 
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Price List of Models and Parts 

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Machines is ready for distribu- 
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catalog, please state which one 
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^JUR large illustrated catalogue list of all 
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There is no want of an aeronautic nature that 
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Highest references from clients who have bought 
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Send 10 cents for netv complete 
catalogue — No. 3, 50 pages. 

% The Aeronautic Supply Co. 

% 3930 Olive Street St. Louis, Mo., U. S. A. 









J^ First in all America' ' Ji 


(Concluded from page 7s) 

liot. sultr.v atmospjiere to dry, wet or cold, or 
till' pifect of rarified atmosphere at high altitudes; 
in fact, the c'ombinations of tests which may be 
made are numerou.s. 

Your author has not had the time or means 
to prove out his theories in actual practice, Ijut 
cheerfull.v makes these suggestions of the pos- 
siliilities with the simijle little devices previously 
mentioned. Your author also contends that the 
horse power of a large majority of the present 
aeronautical engines rarely comes up to the rating 
((noted by the builders, and, still worse, cannot 
as a rule continue to run for an extended period 
of time. lla\ing no convenient means at hand 
to test his motor, the purchaser often does not 
know the power his motor actually develops, 
nlthongb the fault may not always lie in the 
nioicr. but ])ossibly du(> to numerous conditions 
and causes hard for the layman to locate. 

Yoxn- author further contends that the present 
i.vije of th(> four-cycle engine is not ideal for 
aeronautics and hopes at a later date to demon- 
strate this theory by practice. The extreme light 
weight is not so essential as the propeller pull 
per horse power, as upon this feature in a large 
measure depends the ability to fly with the pres- 
ent type of plane, but do we get the pull on pro- 
peller desired at normal speed of engine? 1 
think not. 

In nnszvei'ing advertisements please mention this magazine. 




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landings cannot harm. 
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^ 60 H. p. "Hall Scott" motor over 300 lbs. thrust 
sruaranteed, in good condition, has flown 
9701b. machine. $1,450.00. 
fl40 H. P. "Curtiss" air cooled, 8 cyl., $650.00. 

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fl Laminated ribs. 4 ply. ^o" x 34" x 5^->' 35c. eacli. 

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September, igio 

Omaha, July 23-27, 
By T. T. Tuttle. 

The Omaha (Neb.) meeting, on July 23 to 27, 
was held under the auspices of the Aero Club 
of Nebraska, and was particularly interesting ow- 
ing to the fact that every type of craft that 
navigates or sails the air participated. There were 
two hot-air balloons, a captive, a free balloon, 
a dirigible balloon and three Curtiss aeroplanes 
in the air each day. 

The chief attractions, however, were aviators 
rjlenn H. Curtiss, .T. C. Mars. .1. A. D. McCurdy 
ind Eugene B. Ely. 

The weather made it a difficult task for the 
iviators to open the first day with their best 

Weather conditions on the second dav were 
ibout the same as the day before, but in spite 
)f this handicap all aviators made flights. The 
)rognim closing with a spectacular race be- 
ween Curtiss and .Mars. In the evening the 
J. S. Dirigible No. 1 left Eort Omaha with Lieut, 
laskell in charge and ((uild l)c plainlv seen 
rom the aviation field. 


About 0:30 P. M.. .July 24, Dirigible No. 1, 
I'ith Lieutenant W. X. Haskell, Signal Corps, as 
'Hot, and Sergeant Ward as engineer, started from 
'"ort Omaha, Neb., for the Aviation Field. A good 
tart was made and the lialloon rose about 200 ft. 
Q the air — evei-ything apparently working in condition. .V. couple of circles over the 
'ort were made and then the balloon was headed 
n- the Aviation Field about four miles away. The 
onditions were very good with onlv a slight wind 
ehind the balloon. Shortly after starting and 
till while over the reservation, the engine stopped 
w to a j)reak of thi' crank-shaft. This precluded 
ny further attempt with the dirigible until re- 
airs could be made. 

On .July 20, captive l)aIloon, No. 9. was inflated 
1 the balloon house at Fort Omaha and towed 
ivout 2% miles across country to the Aviation 
ield. This was accomplishe<l in 1 hour and 50 

inutes. Fpon arrival at the Aviation Field the 
Uloon was put in operation and several ascents 
adi' l)etween fi and 7 :30 P. M. Mr. Glenn Cur- 
ss made s(>veral flights in his aeroplane around 
le lialloon while It was in the aii-. 

On Monday the wind increased in velocity and 

was impossible for the aviators to make" any- 
ling more than short straightaway flights. 


The government cajitive balloon was blown 
ose from its moorings late in the afternoon 
id landed a mile from the grounds after the 
p cord had been pulled automatically when it 
rked loose from the winch wagon on the 
•ounds. Many thousands of .spectators stuck 
Uil the last announcement was made that "wind 
lecks" would be honored the following day at 
e gate. It %vas in the face of this wind "that 
ars rose into the air in his four-cylinder Curtiss 
'-30 horse power machine after a run of 53 ft, 

in., establishing a new U. S. record for short 
art and earning thereby a silver trophv offered 

a local paper. 

Tuesday and Wednesday, the fourth and fifth 
ys, the weather conditions were more suitable 
r good flying, the wind velocity having dropped 
wn in the late afternoon on each of these days, 
irtiss. Mars and Ely drove their machines "at 
and each day Curtiss and Mars raced around 
e field at a height varying from 100 to 300 ft. 
le attendance on each of the last two days 
is more than 10.000. On Tuesdav evening 
e captive balloon was refilled and made" an ascent 
th Mrs. Mars, wife of the aviator, and W. H. 
tton, of the Curtiss company, as passengers. 
.Vt the close of the meet Curtiss was awarded 
one of the local jiapers a heavy silver water 
I pitcher for making the mos"t daring and 
'Ctacular flight during the meet. This flight 
s made on the first day of the meet when 
rtiss flew out of the grounds and out over the 
uitry, which was covered with fences, gulleys 
■il trees, in the teeth of almost a gale. 

Pittsburg (Pa.), Aug. 4-6. 
By Earl O. Guntheb. 

The Pittsburg Aero Club held its first meeting 
Aug. 4 to 6 at Brunot Island race track. There 
were four biplanes present, three Curtiss and the 
Baldwin. The aviators were Curtiss, Mars and 
Capt. Thos. Baldwin. The official timer and re- 
corder was Augustus Post. 

The first day of the meet there was only one 
straightaway flight made, by Mars in a gusty 
wind of 35 miles an hour. 

The second day all three aviators made flights 
Mr. Curtiss making the first and most spectacular! 
His first flight, in a wind of 25 miles an hour 
circled the mile track twice, with remarkable 
skill at balancing in a gusty wind. His longest 
flight for this day was about six miles. He akso 
made trial for short starting, arising in 81 ft "* 
in., officially measured. The wind was very 
gusty not allowing very much flying this day. ' 


Mars was able to get ofl: the ground in 3.". ft 
making another new short start record 

The third day of the meet was windy and 
the aviators were hampereo very much "by it 
Curtiss again made the most spectacular flights 
Dying out over the river. Mars made a series of 
short circular flights around the mile track. Capt 
Baldwin made only straightaway flights. Great 
enthusiasm was created bv the flights of Curtiss 
and Mars, Curtiss flying above Mars and in the 
same direction and at the same time. 

The last day of the meet broke all records for 
crowds at the track and thousands of people were 
on the surrounding hills watching the flights. 

Decatur (Ills.), July 16-17. 

Charles F. Willard (Curtissj flew before good 
crowds m Decatur, Ills., July 10-17. On the flrst 
day he made a cross-country out of the field and 
back, estimated by local experts as 30 miles, in a 
flight lasting 40 minutes. 

St. Louis Show Date Changed. 

The date of the aero show at St. Louis has 
been changed from Octol)er to November 17-24 to 
avoid conflict with outdoor events on Hempstead 

Toronto, Canada. 

There were nine days of flying, participated in 
by Kalph Johnstone (Wright), Count Jacques De 
Lesseps (Bleriot), Duval La Chapelle (Wright), 
\Valter Brookins (Wright) and Frank T. Coffyn 
(Wright), July S-16, except Sunday. Count De 
Lesseps flew from the grounds, which were lo- 
cated on the Trethewey Model Farm, about eight 
miles from the center of Toronto, over the heart 
of Toronto and back, duplicating his Montreal 
feat, and once flew to a height of 2,700 ft. Ralph 
Johnstone made two remarkable flights and seven 
in all, once battling an extremelv high wind 
at an altitude of 3,400 ft., and on another flight 
executing all sorts of maneuvers of which the 
Wright aeroplane is capable, aerial "roller coast- 
ing," sharp circles and spirals, skimming the 
ground, etc. The newspapers divided the honors 
between Johnstone and Count de Lesseps. Five 
thousand to flfteen thousand daily was the at- 


The Carruthers "Bleriot," flown by Sti-atton, 
ran into a tree. He lost consciousness during his 
jump and when he came to his senses he found 
himself in the top of a pine tree 30 ft. from the 
ground. He said he did not know how he got 
there, tit was funny." 

Samuel F. Perkins, whose specialty is kite and 
banner flying, filled in all gaps in the program. 
The banners could be seen from incoming trains 
and indicated the location of the grounds. Be- 
fore and during the flight the kites could be 
seen high in the air. These now are one of the 
necessities of aviation meetings. Harvard is the 
next on the list for the kite exhibition. Here he 
will attempt to lift a man up by kites. It is esti- 
mated the pull will be about l,500i pounds, taking 
10 or more 15-ft. kites. 



Septctuher, igio 

St. Louis National Novice Meet. 


Although eight machines were on tlic field the 
opening day of "First National Aviation Meeting 
for Novices," July 11, only two got off the groimd 
during the week and the prizes were all won by 
one man on account of an accident to Howard W. 
Gill, while practicing on July 12. J. W. Curzon 
(Farman) won $800 in three prizes by flights 
made July 14 and l.). There was no competition 
on July 12, 13 and 15. On July 11 Gill flew 
25 yards and landed in a ditch disabling his 
n:achine for the day. On July 12 while practicing 
in the evening, Gill flew half a mile outside the 
held. Something went wrong with his elevating 
control and in his inexperience he dropped from 
40 ft., smashing half of the machine. He piclvcd 
himself up but was confined to the hospital for 
three days. 

July 14 was a good day for Curzon, flying 
92 yards on his first trial and 113 on his second, 
winning his debut prize of $100. Later he won 
the $100 daily prize for the first flight of 200 
yaixls, traveling ."{22 yards straightway after 113 
yards and then touching. Rain interfered on 
July 15. 

On July 16 Curzon made a flight of about 500 
yards, winning the $100 daily prize. The meet 
was continued July 17. but wiud prevented flying 
until after official timing closed, then Curzon flew 
186 yards. Curzon and Gill have both made per- 
manent headquarters on the Washington Park 
aviation field of the Aero Club of St. Louis. 

On August 13. Ilillery Beachey, flying one of 
Gills' biplanes without front elevator, made two 
circuits of the course without stopping, about 
1 % miles. 

Dr. J. J. De Praslin, of Nicaragua, has ordered 
material from the Aeronautic Supply Co. for the 
construction of an aeroplane here. 

Chas. Kulmo had a monoplane that was equipped 
with a Curtiss 8-cylinder 40 h. p. engine that 
looked very promising, construction and designing 
above the ordinary. 

Robinson's monoplane of the Bleriot type, 
equipped with a 3-cylinder Elliridge motor, did not 
get up enough speed to make a getaway from 
terra flrma, although the construction was very 

Zehler's monoplane was a machine that differs 
from the general run of flyers, and if you are 
able to get a photo of it,' you could probably under- 
stand same l>etter than the maker. Equipped with 
a 4-cylind(>r 4-cycle marine engine, it was unable 
to make a speed of more than five miles per 

Suarlinii's Curtiss type biplane, equipped with 
a 4-cycle i:iliriilge was very neatly made and 
looked urcimislng. It was mounted on Farman 
. type running gear. 

Curzon's "Farman" biplane seemed as though it 
had seen better days, although of the standard 
type of a past season was still in the ring. The 
big Vivinus motor does not give power enough to 
enable the machine to make extend'Cd flights. 
Those made have been but short ones. 


A few days' after the Novice Meet ^ St. Louis, 
a terrific storm blew down the tent Which housed 
the aeroplanes, demolishing 7 machines. Nothing 
was saved of Curzon's Farman but the engine and 
propeller. Ploward W. Gill's machine was un- 
harmed as it was housed in a wooden shed. 


At Detroit. La Chapelle, Hoxsey and Brookins 
made sensational flights and delight(>d the manage- 
ment and large crowds. The Wright machines 
will return to Detroit in September. 

Lexington, Ky. 

J. A. D. McCurdy filled the Curtiss date at the 
Lexington, Ky., State Fair, Aug. 7-13, making 
several flights each day of the exhibition. 

Grand Rapids. 

Mars ^Curtiss) was to have flown here July 
16-17, but the high wind prevented flights both 

Ne'w York, Aug. 19-21. 

Glenn H. Curtiss, J. C. Mars, J. A. D. Mc- 
Curdy, C. F. Willard and Eugene Ely are sched- 
uled to give a 3-day exhibition at the Sheepshead 
Bay racetrack, New York. Aug. 19-21. 

Eugene B. E:iy, a Curtiss aviator, began prac- 
ticing at Sheepshead Bay racetrack in preparation 
for the exhibition on the 10th, using for the flrst 
time the 8 cylinder Curtiss engine which is slowly 
being installed in all the exhibition machines. 

.T. A. Douglas McCurdy, former member of the 
Aerial Experiment Association, who with P. W. 
Baldwin, another member, formed the Canadian 
Aerodrome Co. at Baddeck, Nova Scotia, has signed 
a contract with Glenn Curtiss to fly a Curtiss 
machine. His flrst appearance was at Omaha, 
July 23-28. From there he went to Lexington, 
Ky., Aug. 7-13. Eugene Ely of Portland, Ore., 
who has been flying a Curtiss machine for E. 
Henry Wemme, Curtiss agent of that city, is an- 
other addition to the Curtiss troupe of aviators. 

Augustus Post, former secretary of the Aero 
Club of America, has bought a Curtiss machine 
under a special arrangement, and will fill exhibi- 
tion contracts wherever they do not conflict with 
Curtiss' interests, or will fill engagements obtained 
l)y Curtiss. He will begin pi-acticing under the 
al)le tutorship of Charles V. Willard, using a 
machine which Willard has been putting in shape 
in the Aeronautical Society's shed at Mineola. 

Clifford B. Harmon has ordered a fast machine 
from Glenn Curtiss, in which it is expected he will 
install his Gnome engine for trial. 

Harvard Aeronautical Society to Hold Avia- 
tion Meet Sept. 3 to 13. 

The Harvard .\eronautical Society, of Cam 
Itridge. Mass., will hold an aviation meet at Allan- 
tic. Mass., from Sept. 3 to 13th, inclusive, witl 
the exception of the two Sundays intervening 
The programme of events and prizes already sched 
uled are as follows : 

Speed: 1st, $3,000: 2nd. $2,00iO ; 3rd, $1.aOin 
Altitude: 1st. $3,000: 2nd. $2,000; 3rd, $1,000 
Duration, $2,000 and $1.00a FMstance, $2.0(I0 anc 
$1,000; Slowest Lap, $l,OiOO and $500. Getawav 
$100 and $50. Acciu-acy, $500 and $250-. 

$10,000 PRIZE. 

To which must be added the premier event <<■ 
the meet, for which the Boston Glohe offers a casi 
prize of $10.(Mi(i : the condition of this conti'si 
being a flight from Atlantic to Boston Light anc 
return against time. For novices there will b( 
additional events and prizes. 

A large number of entri(>s from the ranks of th( 
leading aviators of America. England and Frauci 
have already been received by the Society, assur 
ing the success of the meet, which is not only th( 
flrst to be held in New England, but by far the 
most important attempted in America up to thi 
present time. Additional entries will be receivct 
and full detailed information furnished prospectix' 
entrants at the temporary headquarters of tli' 
Society, No. 164 W'ashington St.. Boston, Mass. 

The grounds cover 500 acres, on Dorchestei 
Bay. and are surrounded on three sides by water 

SPECIAL $5,0i0'0 PRIZE. 

The announcement of a $5,000' prize and th( 
Harvard Cup is offered the aviator who, duriui; 
the meet, makes the best record in dropping b(iml)> 
on a battleship model, which is to be set up on 
the field, marks that event not only as one of tin 
most interesting of the meet, but one which tin 
Society deems most important from the stand 
point of scientific investigation. 

Bennett Race Changed to Belmont Track, 

There are 10 entries in the Gordon Bennett 
aviation race to )>e held at lielmont racetrack 
near Jamaica. L. I., during the week of Oct 
15-23. As follows: France. 3; Italy, 1: England 
3 ; and .Vmerica has the naming of :l, France \> 
the only country which has named her reiiresent 
atives, as follows: Alfred Lel)lanc (Bleriot), win 
was a contestant in the 1907 Gordon Bennett bal 
loon race from St. Louis ; Hubert Latham (Antoi 
nette) ; Rene Labouchere (Antoinette). 

Plans for the meet, and the events which are 



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In aitsK'criiig adi'crtisciuciits please mention this magazine. 


September, igio 




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In answering advertisements please mention this magazine. 


September, 19 lo 

promised to be held in addition during tlie week, 
liave apparently not developed very far as yet. 
Not a single announcement of prizes has been 
made, and it is now very late for foreigners to 
figure ahead. Unless announcement is made very 
shortly, aviators of other countries will have made 
their arrangements for that period at various Eu- 
ropean meets. 

Following on the heels of a disagreement with 
(Jage E. Tarbell, who was the Aero Club's general 
manager for the meet, Belmont racetrack was 
made the place for the Gordon Bennett aviation 
race and other events, instead of Hempstead Plains 
as at first planned. L. L. Gillespie stated to-day, 
Atig. 15, that the amount figured to be necessary. 
$110,000, had all been raised. "This will be the 
biggest meet of the year," Gillespie said, ".'fSO.OOO 
being offered by the committee in prizes" ; and 
that the magnitude of the affair will be such that 
no aviator, American or foreign, whether for finan- 
cial reasons or for the sake of glory, can afford 
not to take part. Referring to the rumors that 
Curtiss might not be on hand to defend the cup 
by reason of the fact that arrangements are al- 
leged to have been made that the Wright company 
shares in the gate receipts, Mr. Gillespie said that 
Curtiss would, of course, be asked to take part, 
but that the acceptance of the invitation was up 
to Curtiss and he could do as he liked. 

The meet will be financed by the Aevo Corpora- 
tion, Limited. August Belmont has been chosen 
president of the meet. The executive committee 
is composed of the chairmen of the various com- 
mittees, as follows: L. I>. Gillespie (Finance 
Committee), Allan A. Ryan (Arrangements Com- 
mittee), J. C. McCoy (Aviation Committee!, and 
.Vndrew Freedman, chairman. 

Five Wright aviators will fly. and it is e.xpected 
eight or ten foreigners will appear. 

At the Aero Club of America no information 
could be had as to the foreign contestants. 


The Wright company is building a special racing 
machine which may be entered to defend the cup. 
At the same time. Curtiss is also working on a 
machine designed to be capable of beating the 
speed expected to be made by others in the Gordon 
Bennett. It is very likely that to defend the cup 
successfully a machine will have to go 70 miles 
an hour. The lOO h. p. Bleriot made GG m. p. h. 
at Rheims in July. Clifford B. Harmon has or- 
dered a Bleriot, in addition to his Curtiss. 

Clifford B. Harmon Adds $i,ooo to Times 


Clirtord R. Harmon, chairman of the national 
council of the .Vero Club of America, has offered 
•$1,000 in cash or plate to the contestant in the 
Chicago-New York race who first covers 500' miles 
in the first 50 consecutive hours. 

Gordon Bennett Balloon Race. 

Six countries hav<' ciitcrod 14 balloons in the 
Gordon Bennett race on October 17. as follows: 
France '■',. Germany o. Italy "J, Switzerland '2. I>eu- 
mark 1 and U. S. 3. Only the German entrants 
have been named to date. They are : Ilauptmann 
Von Abereron, who was in the 1907 Gordon Ben- 
nett at St. Louis, Lieut. Vogt, Ing. Hans Gericke. 

In the elimination race to pick the .\merican 
team, Sept. 17, .Man R. llavvley and I'ost will have 
one balloon, (". B. Ilarmim and ("apt. Baldwin a 
second and possibly A. II. Forbes will be sulticient- 
ly improved in health to take part. A. T. .Vther- 
holt from Philadelphia will be another. St. Louis 
is likely to have more than half a dozen en- 
ti'ants. .V. B. Lambert is sure to go in, G. I.. Bum- 
baugh, St. L. Von Phul, H. E. Honeywell and W. 
F. .Assman are strong probabilities. 

Aero Calendar for the United States. 

Aug. 10-20. — Asbury Park, N. J.. Wright avi- 
ators, Owens dirigible, etc. 

Aug. 17— Warehouse Pt., Ct., Chas. F. Willard. 

Aug. 19-21 — Sheepshead Bay, N. Y., Curtiss ex- 
hibition, with G. H. Curtiss, Willard, Mars, Ely, 
McCurdy, Post and Baldwin. 

Aug. 20 — Quincv, HI., flights bv Lincoln Beachev. 

Aug. 2.3 — Bradford, Pa., C. F. Willard at Elks' 

Aug. 26 — Curtiss to fly from Cleveland to Cedar 
I'oint and return, over Lake Erie, about 60 miles 
each way. 

Sept. .3-i;{ — Boston aviation meet of Harvard 
Aeronautical Society. Curtiss, Willard (Curtiss), 
Wright machines and others. 

Sept. 5-9 — Hartford, Ct., Wright aviators. 

Sept. 5-10 — Minneapolis. Minn., Wright aviators. 

Sept. 5-10 — Hamline, Minn, at State Fair. 
Wright aviators and .1. C. Mars (Curtiss). 

Sept. 5-10 — Lincoln, Neb., Wright aviators. 

Sept. 6-10 — Parkersburg, W. Va., Wright avia- 

Sept. 12 — 'Syracuse, N. Y., State Fair. J. A. D. 
McCurdy (Curtiss). 

Sept. 12-16 — Milwaukee, Wis., one Wright ma- 

Sept. Flights at Mexico City. 

Sept. 12-17— Rock Island, 111., State Pair. J. C. 
Mars (Curtiss). 

Sept. 17 — Indianapolis, Ind., elimination race to 
select representatives in Gordon Bennett balloon 

Sept. 19-24 — Detroit, Mich., Wright aviators. 

Sept. 21 — Olean, N. Y., State Fair, flights liy 
McCurdy (Curtiss). 

Sept. 22-28 — Knoxville, Tenn., Wriglit aviators. 

Sept. 26-30^ — Trenton, N. .1., Wright aviators. 

Sept. 27-.'?0 — ^Rochester, N. Y., Wright aviators. 

Sept. 26-Oct. 1— Helena Mont., State Fair, J. C. Mars. 

Oct. 1-8 — Springfield, 111.. Wright aviators. 

Oct. 1-7 — Sedalia, Mo., Wright aviators. 

Oct. 3-8— Spokane, Wa.'ili., State Fair, J. C. Mars. 

Oct. 15-23 — Belmont Park, L. I., aviation meet of 
A. C. A., including Gordon Bennett aviation race, 
latter on Oct. 23. 

Oct. 17 — St. Louis. Mo., Gordon Bennett balloon 

Oct. St. Louis, Mo., aviation meet. 

Oct. 22-Nov. 5 — Philadelphia, Pa., aero show of 
Penn. A. C. 

Nov. 17-24 — St. Louis, Mo., aero show, Coliseum. 

Dec. 1-8 — Aero show of A. C. of Illinois. 

Simple Conditions for N. Y.-St. Louis Prize. 

Official announcement of the stringless prize of 
the New York World and the St. Louis Post-Dis- 
jKiich has been made, and follows : 

The New York World and the St. Louis Post- 
Dispatch will give .fJoO.OOO to the first aviator who. 
between .A_ug. 15. 1910. and .Ian. 1. 1911. files from 
New York to St. Louis or from St. Louis to New 
York within 100 consecutive hours, using the same 
aeroplane from start to finish. 

The only condition attached to this offer is that 
at least three days' notice of intention to start 
for this prize must be given to either the New 
York World or the St. Louis Post-Dispatch, in 
order that announcement may be made of the 
actual starting and finishing points, the approxi- 
mate route and other details as agreed upon. 

Book Note. 

Aerial Locomution. by F. H. Wenham, and 
Aerial Navigation, l)y Sir George Cayley, are 
the two of the "Aeronautical Classics" 
which have been gotten out by the Britisli 
Aeronautical Society under the editorship of 
Messrs. T. O'B. Hubbard and J. H. Ledeboer. 
The other four of the set will lie published 
during the year. These cost but a shilling 
each, and may Ije had frotn King, Sell & 
Olding. 27 Chancery Lane, W. C, London. 



September, tqto 



Willard Carries Three Passengers 


Walden Accident 

THE new Curtiss biplane, built especially to 
specifications of Charles F. Willard, tbo 
assomblin-j; of which was completed at the 
Aeronaut ical Society's shed at Mineola. L. 
I., the nth of Auijiist. differs from the standard 
Curtiss niachin'' only in size and minor details of 
construction. 1'he accompanying drawing gives 
complete meas\ireinents : 

Main Plaiirs. — These are 32 ft. spread by .5 ft. 
fore and aft. spaced 5 ft. apart. The other Cur- machines .spread 26 ft. 3 in. by 4i^ ft. the 
other way. The main cell is divided into five sec- 
tions for sbjijping purposes. These sections of 
the lateral beams join as shown in the following 
sketch : Tlie curve of the ribs is 1 in 20, the deep- 
est point 3 in., coming 18 in. back from the front 
edge. The Baldwin rubberized linen covering, 
placed on top of the ribs, is made in panels .5 ft. by 
ft ft. (5 ft. bv S ft. In the center panel) and 
laced to the large ribs (which come at strut points) 
through holes Ihei-ein. The cloth is tacked on top 
of the intervening smaller ribs with large-headed 
brass tacks thi'ougb a strip of black tape. The 
whole main cell is stayed in the usual manno- 
with Roebling "aviator" cable. All ribs, even in 
the ailerons and rudders, are laminated ash and 
spruce. The spruce lateral beams of the main 
planes are solid. All ribs and beams of rudders 
and ailerons laminated ash and snruee. 

Rudders and Other Siirfncen. — There is the usual 
double plane hoi'izontal rudder, or "elevator," in 
front, spreading 7 ft. by 27 in. by 27 in. The 
surfaces of this are double — i. e.. the cloth Is on 
both sides of the ribs. The same is true of the 
vertical rudder in the rear, 3 ft. high by '.',() In. 
the other way : and the fixed horizontal plane in 
the rear, measuring 7 ft. by 30 in. The latter has 

a slight curve, the depth of which is % in. at a 
point one-third bade. The elevator has the same 
curve running back from the front edge, but is 
cut off at 27 in. 

Htahilitij. — This is secured by ample-sized "aile- 
rons," ]0 ft. spread by 2 ft. 9 in. length. Instead 
of having the customary two wires (L), top and 
bottom, running to one point, joining, and thence 
over the pulleys to the shoulder brace, double- 
sheave aluminum pulleys are used and both wires 
run around the sheaves and then join, giving addi- 
tional strength. 

The control cables from the ailerons run through 
pulleys on top of the lower plane and under the 
uijper plane to the hinged steel tube liack of 
shoulder brace. Leaning tp tbe high side of the 

3i:'ir /r'OLE. I 

/=-o^ S T/9U 7" I 

Sac/rs r- j3<p£ t 

machine when it tilts pulls the aileroii on the 
low side down (and on the high side up), increas- 
ing the lift on the low and decreasing it on the 

I'^teerinfj. — Steering up or down is by the usual 
movable column ; pushing forward steers down, and 
pulling back steers up. A bamboo rod runs from 
the column to a short mast at the fi'ont edge of 
the elevator for this purpose. The vertical rudder 
control cables run over pulleys at the end of the 

Photo hy Joseph Hurt, Mineola, L. I. 


^■■^^^^Mi^fcrnw- ' 



■:^^ ^^ .SS^^H, — i£^^^^ 




1 -%- 

— — ■■WPMiyijj^'; ""^^—^ yByT****"^' '*' ' 

Chas. F, Willard in first flight with big Curtiss machine, Tiie inserted picture is a clcjse view of same, 



September, igio 

Pliofo 1)1/ Jotieph Burt, MuiroUi, [j. I. 

r M 

Harmon in His Farman. 

Russell in a Curtiss with Harriman Engine. 

Seymour Flying His Curtiss. 

biunboo out riggers and Ihroush the lower ones to 
pulleys at the bottom end of the aluminum steer- 
ins column or pillar, up tlirough the inside of 
same, crossing, and twice aroimd a groove in the 
wheel. Turning the wheel loft or right, as in an 
automobile, steers (ho niacliine a('cordin.t;ly. 

I'oirer Plunt. — A Curtiss eight -cylinder, rated 
(A. L. A. M.) 51.2 h. p.. "V" water-cooled engine 
drives direct a 7-ft. Curtiss propeller. Heretofore 
all of Willard's flights have been made with the 
four-cylindrr 'J.~>:\o motor. 'I'lie cylindrical gaso- 
line tank is placed in front of (ho engine on the 
same bed, as is the extra large? El Arco radiator, 
which is just behind the front struts at the back 
of the operator. I'nder tlu- engine js suspendinl, 
by steel tubes from the engine bed, the oil tank. 
I he oil feeding uj) by a small pump. A float has 
been arranged in both oil and gasoline tanks and 
gauges, to show the level of supply are placed 
convenient for the aviator's sight. On the side of 
the steering {'olumn is a throttle lever connected 
by Howden wire system to the carburetor. At 
till' left foot is also an accelerator, connected to 
till? above Uowden wire at a point on the inclined 
bi'am where the steering column hinges. A Bosch 
Mi.-igni'lo. with set spark, furnishes ignition. The 
brnkc (in I he fniiil wheel is nperated by the right 
I'l'H iinci .11 111.' sanii' tiun' slmrl circuits the mag- 


l>clails of cnnstruction are shown clearly in the 
• hawing and sketches. The weight of the ma- 
rliiiii' Is rsliaialid al (>.")ii pounds. Where Sev- 
ern] cables coiiie Id a coinnicn point, linen cords 
ai-c lied from erne to theothcr (see sketch) to pre- 
vciil iheir catching, say. in the jiropeller in case 
of breakage, which generally comes near the 

Capt. Baldwin in Flight. 
Baldwin Close Up. 
Curtiss Copy of G. E. DeLong of the Elbridge Co. 

sockets. This habit has saved many propellers in 
Willard's experience of a year. 

Aug. 12.^The first flight, of 7 minutes, was 
successfully made over the Hempstead Plains last 

Willard Carries Three Passengers— United 
States Record. 
Mineola, Aug. 14. — Charles F. Willard to-day 
established an .\merican record for i)a.s.senger car- 
rying at the Mineola tield when he look up with 
him II. V. Patterson. Harry Willard and .V. Albin. 
Starting from the Aeronautical Societv's shed, he 
flew at al)out 15 ft. above the ground as far as the 
grandstand, a distance of a quarter mile. The 
machine, a Curtiss of larger size than usual (de- 
scribed in this issue), had only been assembled 
two days before aiul made its initial flights. The 
four men weighed :;T5 lbs.. th(> macliine is esti- 
mated at (•>5(i. and with the balance in gas and 
oil, made u)) about 1.2(H) lbs. total for .'520 sq. ft. 
of supporting surface. Other flights were made 
by Willard alone. The day before several flights 
were mad<', on<' of 12 miles across country, and 
he carried two passengers on one trip, .1. C' Mars 
and his brother. Harry Willard. 


Clifford I'.. Harn-on flew for 1 hr. 4 min. on this 
day, the longest flight that has been made at the 
grounds for the past month. .1. .T. Frisbie made 
his first attempt al llight in his finely built Curtiss 
copy, equii>pe<l with an l';ibri(ige-40 engine, lie 
was Hying nicely, when he turned the elevator up 
{Continued mt page '.PJ.J 



Sef^temher. lf)il> 

front Mteral bem ^ribj/em-t/n 

AILER0M5 AMD ed&.bmt _ 

RVDDER5 gt corners reinforced with mod 

and tin, IdtterfacAed 
shoulder sJlero/p c(?ntro/ of 


ritixVhi ih, b/j 

'Doh'den wire 




* Trian£Je 0/ Mw^' rein furred 
(E)dniflirdze(dJntD one piece 




lube AILERON, 






September, 1910 

V i^dsher 



Mn^edkck toieat moyed lejl or 
rifht by operator leaning ^^jj^^^^^ 


wcM In rear ed^e o/ cM/i 
'3oe^ rnder /acff All then 
soldered ' ' 

The contents of this magazine are protected by copyright in the U. S. 


September, igio 

too quickly and shot up to 50- ft. In landing hard 
he broke a rear wheel. By reason of lack of space 
the description of his machine is held over for 
another month. A feature of the Frisbie machine 
is the two El Arco radiators, placed on either side 
of tlie operator. This is the first time that two 
ladiators have been used. 

Philip W. Wilcox also made his debut in his 
l''arman-tvpe biplane with a Rinek 50 h. p. engine, 
lie circled the field at a . height of 25 to 100' ft., 
and the machine appeared the most stable of any 
on the grounds. The machine was tried out twice 
before, by Lewis Strang and by Hamilton, but 
each time the running gear gave way. Full de- 
tails will appear later. G. E. De Long, treasurer 
of the Elbridge company, had a slight accident, 
breaking a wheel, in his first trials on this day. 
\V. L. Fairchild has received an Emerson engine 
and will shortly begin trials with his monoplane. 

The Capt. Baldwin Biplane. 

Captain Thomas S. Baldwin has made some chaiiges 
!n hisbipUne which he has been tiyingut Mineola forborne 
lime. TlieCurtiss 4-cyliiider engine has been replaced b> 
one of 8 cvlindeis with an A. L. A. M. rating of 5Li 
h. p., though 01 h. p. has been claimed for a 
similar engine. The Curtiss propeller has been 
replaced by a Requa-Gibson ariven direct. The 
engine, of 'course, has been placed higher up iur 
stead of being situated as formerly on the lower 
plane and driving by chain. Formerly the pro- 
peller was ahead of the main planes and the avia- 
tor sat on a level with and just bac'.; of the lower 
plane, as illustrated in the May number. The 
vertical stability surface above the upper plane 
has been left otf temporarily, Capt. Baldwin still 
believing in its possibilities. 

Though larger in spread than the planes of 
the Curtiss machines, the ribs are standard Cur- 
tiss. The surfaces are single Baldwin rubberized 
silk, laced to the main ribs, and tacked to the 
front lateral beam. A wire runs through a pocket 
in the cloth to form the rear edge. The spruce 
lateral beams are 1% by 1%, flat with half- 
round edges, which makes the cross section nearly 
elliptical. The struts are 2V4, in. by 1 in. fish- 
shaped of spruce. These narrow down to 1 in. 
round where they fit in the sockets. Koebling 
wire cable 1/lOth diam. is used to stay the main 
cell, as well the forward and rear construction. 
In place of the two rear center stru s sui 1 tubing 
is used and to these the horizontal brums forming 

the engine bed are bolted. Diagonal steel tubing 
braces are also used at this point. The two front 
center uprights are 3% in- by 1 in. 

The front horizontal rudder, single surface, with 
a curvature of 1 in. in 32, Is stayed by wire 
cable from 18-in. masts, one on each side. The 
frame of the rudder is covered both sides with 
cloth, tacked to the ribs. The ribs in the rear 
cell, or tail are covered both sides with cloth. 

The rear three feet of the tail cell is so ar- 
ranged that the angle of incidence may be changed 
by tightening one set of guy wires and loosening 
the others. This part is hinged on the front 
eighteen inches which remain stationary. The 
control of the ailerons is by a shoulder brace, and 
the rudder by turning a wheel, similar to the 
system employed by Curtiss. All wires running to 
the rudder and controls instead of passing over 
pulleys are run through copper tubes, bent to the 
required curvature, as described some time ago in 
.Vekoxautics. The weight is around »i70 lbs. 

The equipment includes Palmer tires, Bosch 
uiayneto, and El .Vrco radiator. 

Dr. H. W. Walden's Monoplane. 

l»r. II. W. Walden gave .his nicmoplaue — the 
third machine he has built — its lirst trial on 
.vug. 3-7, with disastrous results. In .iust one short 
initial try three ribs and one collar-bone were 
broken. ' \ud then, to make matters worse, a 
none-too-kind female nurse at the local hospital 
insisted on plucking from his lips with unneedful 
force, a consoling cigar which had been given him 
at his request just after the accident. Then he 
lapsed into unconsciousness, which may or may not 
have been a direct result. Then, again, it was 
found the hospital was shy of bandages, all hav- 
ing been used up on the previous aviator. 

In this first attempt the machine got oft' the 
ground all right and the new stability device 
seemed to work perfectly. The lateral beam of 
tubular steel on which rotate the two elevators 
was too weak and bent up, shooting the nose of 
the aeroplane quickly down, so that the aeroplane 
struck on its front wheel, with the tail vertically 
in the air. the front lateral beam pinning Dr. 
Walden to the ground. 


The main supportitig plane spreads 26 ft. by 7 

ft. in depth, and contains, allowing for the portion 

cut away for the propeller, 165 sq. ft. The lateral 

beams, of spruce, are in five sections, joined 

(Coniinncd on page 98.) 

Dr. Walden and His Monoplane 


September, 1910 

Capt. Baldwin's Machine 


September, ipro 

together by sleeves of steel tubes. The ribs are 
of "I" cross section, the horizontal strips % in. 
wide, the whole rib tapering front and rear from 
3 in. at greatest height. The vertical part of the 
rib is bored full of holes throughout its length. 
The strips on top and bottom' are screwed and 
glued on.. The rib.s follow a parabolic curve from 
the front beam to the rear edge. For in. for- 
ward from the front lateral beam the surface nar- 
rows to a point. The greatest depth of the curve is 
4% in. at a point one-third back from front edge. 

Tail Plane and Eleraior. — .\t the rear is a fixed 
surface of I.t sq. ft., with a movable section at 
either lateral extremity, both totaling another 15 
sq. ft. These are curved in the same ratio as the 
main plane. These latter pivot about a latei-al 
steel tube one-third back from forward edge. From 
a short mast running through each of these wires 
run along the "fuselage" and over the pulleys 
over the front wheel and fasten to the steering 
column. Pushing forward on the steering column 
steers down, and vice versa. All surfaces are 
covered both sides with Naiad linen. 

Rudder. — The vertical rudder has a surface of 
7% sq. ft., and is operated by turning the steer- 
ing wheel left or right. 

StaMlitp. — A new scheme for automatic lateral 
stability has been devised and patented. This 
consists of small planes inclined at an angle of 
about 45 degrees, placed on a rectangular frame 
on top at the extremities of the main surface. 
Bach small plane is hinged near (H) its rear and 
near the forward end is a spring (S). If the 
machine starts to slide to one side or the other, 
the increased pressure is designed to cause the 
front end of the little plane to raise up against 
the spring's pull and present a greater angle to 
the wind. The spring holds the plane normally 
egde into the wind. This is illustrated herewith. 

Poirer Plant. — .\n Anzani three-cylinder air- 
cooled motor of 25-.S0 French h. p., mounted or 
hung in a frame of tubing, placed below the rear 
lateral beam, drives direct a fi-ft. propeller. One 
of those used was a Requa-Oibson of 4-ft. pitch, 
and the other a Brauner of 4-ft. ?.-in. pitch. 
There is no throttle to regulate the G. & A. car- 
buretor, but a lever on tho engine is utilized to 
lift the valves, permitting, when occasion demands, 
the propeller to turn perfectly free, with no ex- 
plosion taking place. The moment the lever is let 
down again, the motor starts its usual work. This 
compression release is operated by the left foot. 
On the steering wheel is a spark cutout. The 
spark advance is on a right-foot pedal. Coll and 
battery ignition. 

Chassis. — The running gear has for diagonal 
struts steel tubing pinned and brazed in sockets. 
The horizontal members connecting the hubs of 
the three wheels are of spruce. The axle of the 
two rear wheels is of angle steel. 

The wheels are of Weaver make, 20 in. rear 
and 16 in. front, fitted with Hartford aviator tires 

The fiiselaye is made up of spruce, with steel 
sockets, stayed with piano wire. In the next ma- 
chine, which is to l)e finished by Sept. 1, this will 
be built of ash and stayed with Roebling aviator 
cord. The aviators seat is suspended by piano 

The Month Past at Mineola. 

Nearly every day during the past month flights 
have been made by Harmon, Baldwin, Russell and 
.Toe Seymour. .7. .T. Frisbie on two Sundays made 
hot air balloon ascents and parachute drops. 


Dr. William Greene will soon have one of his 
biplanes down at the Aeronautical Society's shed 
for flights. 

The machines in the Aero Club sheds are : 
Clifford B. Harmon (Farman). Capt. T. S. Bald- 
win (Baldwin), W. L. Fairchild (own monoplane, 
building), H. S. Harkness (Antoinette), and Philip 
W. Wilcox (Farman-type) . At the .\eronautical 
Society sheds are : Miss E. L. Todd ( biplane, not 
yet tried), W. Diefenbach (making). Frank Van 
Anden's light Farman-type with Ilarriman engine. 
Geo. Godley (imitation Curtiss, making). Dr. 11. W. 
Walden (monoplane with Anzani motor, recently 
damaged at trial), M. P. Talmage (making Cur- 
tiss-type), G. E. De Long (Shneider make of Cui-*- 
tiss type, with Elbrid'ge engine), .las. Murgatroyd 
(biplane own design, with two Adams-Farwell 
motors operating individual propellers, not yet 
tried), George Russell (ono Curtiss with Harriman 
engine and one copy, former making almost daily- 
flights), Elmer Bu)'lingame (own design monoplane, 
Harriman engine, not yet tried), Louis Rosenbaum 
(monoplane, owner's design, not yet finished), 
Edwards & Edick (small copy of Curtiss, well built, 
own make of engine), Paul Kilduchevsky (mono- 
plane, owner's design, making). 

The Society has added an extension .30 by 138 
ft. to its already large shed to accommodate some 
of the machines which have been housed under 


Some time ago the owners, a real estate con- 
cern, of the lands over which the flights are 
made, built a fence on three sides and began 
charging the public admission to a grandstand and 
the field. On Aug. 13 there was established a 
system of "points." each machine making an ap- 
pearance on tho field earning 1 point, a short 
jump a certain number, length of flight is re- 
warded, etc. The aviators share in profits ac- 
cording to the points earned. The two aeronaut- 
ical organizations have nothing to do with the 
financial end of the enterprise, merely leasing shed 
ground and privilege of flight over the other lands. 
Each Saturday and Sunday large crowds view the 
flights of Harmon, Baldwin, Russell, Seymour, 
etc. Mr. Harmon objects to accepting mioney prizes 
and takes a cup or trophy instead. 


Theodore Kornbi-odt. Chicago. 111.. 9(i2,nf;4. .Tune 
28, 1910, filed Oct. 28. 1000. AIRSHIP. A dirigi- 
ble balloon having an elongated air bag semi-circu- 
lar In form which is inflated with heated air from 
the exhaust pipes of several engines. A plurality 
of propellers provide the motive force while the 
steering is performed by a "resident element" lacted 
upon by an air blast from a tube at each end of 
which propellers are arranged. 

August Richard Rieger. Chicago. HI., 9(52,977, 
.Tune 28, 1910, filed Sept. 9, 1009. AIRSHIP. .\ 
chassis of tubular form on wheels, provided with 
a motor operating a propeller at the front which 
is ladjusiab'e as to the piano of rotation. Recipro- 
cating wings extend at each side and in addition 
gas containing cylinders are iirovided at each side 
to sustaina portion of the weiglit. The cylinders 
are movalile back and forth to maintain ecjuilib- 

Thomas Mortimer Crepar. Fargo, N. D., 96.'!..522, 
.July 5, 1910. filed .Tune 2. 1008. FLYING MA- 
CHINE, thr main charaeteristics of which are a 
plane of corrugated form, instead of the usual 

flat surface, pointed at the front and diversing out- 
wardly and down at the sides. A series of vanes 
are disposed on the plane adapted to be moved 
simultaneously at various angles and a spiral pro- 
peller supplies the motive force. 

Harold M. Chase, and Minor F. H. Gouverneur, 
Wilmington, N. C, 963, .516, .Tuly .5. 1910, filed 
.\EROPLANES. A biplane provided with vertical- 
ly arranged partitions located between the planes 
fxtending longitudinally of the machine. The rear 
portions of said partitions are movable manu- 

(ierald Geraldson, Newcastle. Cal., 963, .543, July 
.5. 1910, filed May 14. 190Q. AEROPLANE formed 
by stretching material over a continuous rim which 
niay be elliptical in shape. .V transverse rod pass- 
ing substantially through the center of the ellipse 
secured at each end to the rim, serve as the sup- 
porting means by pivotal connections to standards 
rising from the oar. Means are provided for 
changing the angle of the plane and also the 
standards relatively to the car. 



September, iqto 



Perfect Propellers 


All working parts of Krupp 
and other German Steels of 
highest tensile strength ob- 





Santos Dumont Type 

AEROPLANES l'»fd'n\ $1,000 

Send for Specifications 

All Kinds of Wood and Metal Work 

Made to Order. Gliders, Special Parts, 

Spars, Struts, Ribs, Skids, Wheels, Etc. 



Successor to J. STUPAR, Pattern and Model Shop 

:::»»:»»t:t»;»»»»»i»»»»»»t > »t»»t»»»»T 


Used by Leading Aviators. 

Light in weight — 
Strong and 


Variety of types and sizes 

in stock. 

Absolutely Guaranteed. 

Send for Catalogue 19. 

All Sizes Hoffmann 
Steel Balls oi\ Hand. 

R. I. V. CO. 1771 Br oadway, New York 





In answering advertisements please mention this magazine. 


September, IQIO 

Curzon- Aviation Co., Inc. 


American Aviation Training School 



Curzon No. 1 Bipliine. Speed Machine, - $3,500 
Curzon No. I Karinau Type Aeroplane, .'$3,500 
Curzon Monoplane, - - - $4,000 

All equipped with the Elbrldge Featherweight Engines 

I he Kr. ncli tinonie Engine will be furnished for 

the additional .sum of $2,600 on machines 

only at this combined figure 

You can witness demonstration flights of your 
machine of at least 5 miles before accepting same. 

Free tuition to purchasers. 

Only a limited number of machines to be sold 
at the above figures, prices will advance shortly. 

America's First Aviation Training School 
Open to the Public 

Actual praftice in the Art of Flying. 
Aviators' diplomas issued on qualifying. 
Teehnieal training; how to build, lectures, 
etc., Viy Prof. Harrison, motor expert, 
master of mechanics and profound student 
of aviation for the past three years. 

Address all connnunications to 

1806 N. 39th Street 



Coming Aeroplane Meets 

You want exhibitions of Man-Lifting 
Aeroplane Kite Flying to interest the 
crowds while the aviators are not flying. 
C High or even moderate winds will in- 
variably keep the aeroplanists from flying 
until late each afternoon. Before then we 
will fill the air with hundreds of 9- and \2- 
foot Aeroplane Kites of every known kind. 
By flying these, dozens in tandem, 
enormous American flags, .streamers and 
announcement banners about the meet c-an 
be lifted a half mile in the air. 

C These sc ientific kites will fly 

all day and the displays will be 

a great attraction in themselves 

and will keep the crowds (juiet 

and c-ontented, when for any 

reason tlie aeroplanes cannot fly. 

C At the Meet of the West Hudson Aero 

Club at Arlington, N. J., June, I})()9, New 

York papers said, "The hundreds of kites 

in the air were a decided feature." 


110 Tremont St. :: Boston, Mass. 


J.J.J - gg g«» 

* t 

* t 

* t 

* ± 

* ± 

* t 

* t 

* i 

* t 

I All Communications % 










Intended For 

Glenn H. 


Should Be Addressed 

Aviation Headquarters 

1737 Broadway 
New York 





In answering advertisements please mention this magazine. 


Scptetnhcr, iQiO 


Flights With Burgess Aeroplane. 

William Hilliard lias been making' a constant 
succession of flights with one of the Burgess Co. 
& Curtiss machines at Plum Island. Mass., having 
flown on one da.v alone :.'."i times without breaking 
even a rib or skid. The company's energies are 
being devoted to the :Model C "Flying Fish" which 
is to have wheels as well as skids and to be 
driven by a Clement-Bayard .'JO h. p. motor. The 
company has hitherto employed two different tyjies 
of propellers designed by A. M. Herring, two de- 
signed by Mr. Pflitzner and two Cliauviere. A new 
propeller is being developed to have tlie good 
point.g of these without the defects. This will be 
of the 2-bladed type with uniform i)itch and as 
symmetrical as the highest efficiency will permit. 
The general design will be adapted to different 
diameters, the standard diameter for light ma- 

Harvard Biplane Flies. 

The Harvard Aeronautical Society, numbering 
400 members, lays claim to having tlie liglitest 
biplane in the world, its weight being but 1G5 
pounds, including wheels, but without engine. 

The riding surface is 200 so. ft. and the con- 
trol surface 35 sq. ft. Equipped with disappear- 
ing wheels and offset surfaces, it is constructed of 
hollowed and laminated air-dried spruce without 
l)olts, screws or nails. The after cross-piece is on 
top of ribs, while the fabric is underneath the 

The machine, which was built by S. L. Saunders 
and certain Harvard students, has made several 
12r)-yard flights within Soldiers" Field, fitted with 
a regular Cameron 4-cylinder, air-cooled automo- 
bile engine, at a lieight of 8 or 10 ft. However, 
the engine was not developing more than two-thirds 




§ i 4 

[chines being 6^^ ft. The I'fltzner monoplane, now i 
•the property of the company, is at Garden City for 
sale at .1(4.000. with a Curtiss 4-cylinder engine. I 

The control device is novel in the "Harvard I." 
I There are two elevators in front, each operated 
by separate levers at the right and left hand of 
the aviator. In ascending or descending, both are 
moved to the same extent, but one or the other 
is moved individually to maintain lateral equilib- 
rium. The levers lock automatically on being 
released. The vertical rudder is regulated by the 
operator's foot. The motor and direct-connected 
propeller is swung in a revolving cradle, with the 
axis of support jmssing through both the center 
of gravity and the line of thrust of the motor. 
By a simple movement of eitlier hand or foot the 
operator can adjust the thrust angle at will. The 
device is self-locking and free from vibration. The 
norm of the line of thrust passes through the aero- 
plane's center of pressure. Detachable wheels 
eciuipped with spring shock absorbers are attached 
to the skids. 

The "Harvard I" was designed, patented and 
flown h\ .lames \. Martin, manager of the society. 

Navigates Over New York. 

Thousands of residents of the village of Man- 
hattan were startled on the evening of .Tuly 10 
when Frank Goodale operated his dirigible balloon 
from Palisade Park across the Hudson to Broad- 
way and then down around the Times building 
and return. The distance is about 10 miles. 

of its horsepower and weighed with equipment 
2.'>0 pounds. The engine itself weighed 190 pounds. 
The propeller was a Herring four-bladed, giving 
200 pounds thrust at 1,200 r. p. m. 

Trans-Atlantic Airship Ready Soon. 

The Wellman polar airship, ".\merica," is being 
assembled at Atlantic City. N. .!., and before long 
trial ascents will be made. Previous to th(> cross- 
ocean attempt the ship will be navigated to Phila- 
delphia and New York, it is promised. 

Flight up York State. 

Bath. N. Y., .\ug. 1(>. — P'red Eells. who has been 
making several short flights in the Kirkham-I<>lls 
biplane here for the last week, this morning made 
a flight of one and one-half miles at a height of 
7."> ft., making a complete circle and returning to 
starting point. The machine is a biplane with a 
new system of control and is equipped ■with a 
2.5-30 horse-power 4-cylinder Kirkham aero motor. 
A complete description will appear nest month. 

The Nashville Aero Club seems to be another 
"fly-by -nighf" club, as letters addressed to it as 
well as in<lividual otticers are returned by the 
post offlce. A chance for the national council of 
the Aero Club of America to do some work. ,\n 
i>xhi!)ition was recently held in Nashville. 


AERONAUTICS September, igio 


TO OUK FRIENDS— We ^vould appreciate it very 
much if you ivould specify in writing advertisers 
that you saw the ad. in AERONAUTICS. This 
iciUhelp us. and eventually be of equal service to 


Detroit Aero. ConstruLtion Co. Motor. 

1"he Detroit AeroiiMutie Construction Co. of De- 
troit, Micli., realizing some time ago ttiat tlie 
present type of automobile or marine motor was 
entirely too large, heavy and cumbersome for avia- 
tion work, set about to build the smallest, light- 
est and most effective power plant which could 
possibly be constructed. Its :;U-4U h. p. motor 
weighs well inside of 175 pounds, including a 
double ignition system, cnrlmretor and propeller. 

In order to secure efficient service, ball bearings 
are used wherever the same are at all practicable 
or applicable. 

With the exception of the cylinders, pistons and 
crank shafts, the entire motor is built of aluminum, 
including the Schebler carburetor, which is being 
made especially for this motor, thus reducing the 
motor to the very minimum of weight without 
sacrificing strength in any way. 

The company has no hesitancy in saying that, 
in so far as size is concerned, it is building the 
most compact motor, for the power developed, in 
the world, the ;-J0-40 h. p. motor occupying but 
about 18 by 19 in. of space over all. 

The cylinders on all motors are cast en hlac. 
The crank shafts are cut out of solid blocks of 
chrome nickel steel, and are carried on two large 
Hess-Bright ball bearings. All rotary parts are 
thoroughly balanced and in every way made as 
light as possible, without sacrificing strength for 
lightness. The intake, as well as the exhaust 
valves, are made especially largo, to insure perfect 
intake of fuel, as well as absolute scavenging of 
cylinders. In the construction of the intake valves 
and manifold, the company has gotten away from 
the adopted form, and has adopted a system of its 
own, which is unique in so far as compactness 
and simplicity are concerned. The exhaust is 
effected by a peculiar cam operation, giving an 
easy rotary movement, combined with quick ac- 
tion, and is "fool-proof." 

The company has also gotten away from the 
ordinary in its oiling system, which consists of a 
very siiiall rotary gear pump built in the crank 
case, so as to be easily accessible in case a repair 
should be necessary. This forces the oil to all 
cylinder and connecting-rod bearings. The oil 
being pumped from a sub-base to the cylinders 
and to the crank case makes a splash system, a 
lever overflow pipe to the sub-base taking care of 
all excess oil. 

Years of experience in building motors for rac- 
ing boats has taught the company that in order 
to secure absolute ignition its motor must be 
equipped with a double ignition system. This 
system consists of a Bosch magneto and of a 
primary and secondary distributer with a single 
coil, and it is the claim of the company that it 
has the only perfect ignition system in present use. 

The company states : "That tlie motors built 
by this company are a success is proven by the 
many orders which it has received from persons 
who have spent much time and money in experi- 
menting with other motors, and who have dis- 
carded the same for the Detroit motor, and have 
found perfect success with it. References as to 
successful users of this motor will be gladly fur- 
nished by the company on application." 

The company is now making arrangements for 
the building of a larger factory, in order to 
enable it to take care of its rapidly increasing 
business. Orders for more of the latest improved 
machines have already been placed, and negotia- 
tions for the building are now in progress. The 

Detroit Aero 
Co. Motor 

company is always glad to see prospective cus- 
tomers ' and have them examine the plant and 
the motor. All motors are furnished with either 
aluminum flywheels or laminated wood propellers. 

Hall-Scott Aeronautical Motor. 

Two types of aerial motors of light weight are 
offered by the Hall-Scott Motor Car Co. of San 
Francisco, Cal.. this concern having already deliv- 
ered a number of them to western aviators. 

One of the interesting facts about the success- 
ful flight of the Wiseman-Peters aeroplane at 
Petaluma was the use of a Hall-Scott eight- 
cylinder, 60 h. p. motor. W Hall, the designer, 
is best known as an automobile man, being well 
known locally as the builder of the Comet auto- 
mobile, which made all kinds of records on local 
California tracks for two seasons. 

These engines are both of the four-cycle type, 
water-cooled : a four-cylinder, .30> h. p. and an 
eight-cylinder 60 h. p., both having cylinders 
measuring 4 in. bore and 4 in. stroke, and with 
the exception of the crank shaft and crank cases 
all the parts on both types of motors being inter- 

The cylinder walls, pistons and heads are made 
of a special cast iron. The valves, of nickel steel, 
are seated directly in the removable heads and 
ojierated by push rods and rocker arms. The water 
jackets are of spun copper, a by-pass between 
the jacket and cylinder head being used as a 
preventative of any leakage into the cylinders. 

The cam shafts are located in the crank cases, 
which are of the strongest known aluminum al- 
loy. The crank shafts and connecting rods are 
machined from hand forgings of a low carbon 
machine steel, which it is claimed is best adapted 
to use where a propeller is employed, bored and 
milled and ground accurately to size. Main and 
connecting rod bearings are of larger size than 
ordinarily used, being 1 % in. in diameter. 

The crank cases are split, the bottom oil cases 
having an oil reservoir cast integral, from which 



September, igio 




Orifi,iiial in every respect but embody inji' 

the best principles now used on all sui- 

cessful monoplanes. 

The Improved ^^ Demoiselle^' 

A iar;ic'r machine 

150 Pounds for 150 square feet 

^^^^^^^^^^— a 26-foot span i 

Designed for 5 pounds per squ re foot 

No infringements — Heady for Power Plant 


t ply laminated ribs Roebling- steel cable 

20" steel wheels 
;•?" steel axels 

Palmer tires 
Hartford varnish 

Only a Limited Number at this Price 

Send for circular 

The G. H. Loose Monoplane Co. 


FOR SALE ''"■^t'^l^^t"' 

One 4-cyl. 40-60 H. P. Elbridge aero- 
plane motor complete, new - - - $900. 

One 7-cyl. 30-40 H. P. revolving motor 

complete, new 750. 

One 8-cyl. 30-35 H. P. V type motor 

complete, new 750. 

One Biplane complete, less motor - - - 500. 

One Monoplane, complete, less motor - - 500. 

Propem.ebs and Aeropi.akk Tarts 
On ac-count of the pressure of other business we 
have discontinued tlie manufacture of aeroplanes. 
The above prices are way below cost to close out 
(|uickly. If interested, write at once. 

THE FISHER AUTOMOBILE CO., Indianapolis, Ind. 


For Aeroplanes * 



* Long Lengths of Selected Straight Grain 4» 
•I* ij» 

t Spruce --Pines --Bass--Whitewood-- * 

* White Cedar, Etc. ? 


J, Manufacturers Supplied Y 

* WM. P. YOUNGS & BROS. ♦ 

* First Ave. and 35tli Street - New York * 



The Cloth of the Hour 

^ ♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦ ^ 

C Guaranteed proofed a<),ainst sun, 
rain, and wind, weighs 6^ oz. to 
the yd., 36 in. wide. 

€L The stronoest, lightest and most 
practical silk cloth in the market. 

Especially adapted for Aeroplanes 
and Balloons. 

Prices and samples on application. ^/^ 

.\ddrcss: THE H. M. H. MILLS 

Dept. A, - Room 608 
1 Union Sq., West, New York City 

<f Western Office: MOFFAT BUILDING 
Room 508 

X Detroit, :: :: Michigan 

•frr •!• ^ •i"i* V "i" ••• v H' "I" 'X' V *•' V *I* 'r '•• *F *l* 'X* "!• "!• *r V *i* '!• t* ^ 



Aeronautical Cloth 

* + 

jf, Manufactured Especially for Aeroplanes J 
J, T 

I Light, Stro ng I 

t I 

+ Air -Tight and I 

.,,. .|, Samples, Data and Prices on Request 

:: t Moisture Proof ± 

I The C. E. Conover Co. + 

1 101 Franklin St., New York + 
* * 

In answering advcrtiseJiieiits please mention this inagasine. 


September, i§>io 


Dynamometer tests of aeronautic motors 
made for inventors, manufacturers and 

Any size — Any speed 
Reliable, conclusive and confidential 


Consulting Engineer 

116 West 39th St. :: :: :: New York 

All diameters and 
gauges carried in stock 

Also Nicl<el Steel Tubing 
for Propeller Shafts 

130-132 Worth Street 



408 Commerce Street 

Importers of Piano 
Wire, specially up-set 
for use in Aeroplanes 

50-52 Exchange Street 


1029 N. Illinois St. :: :: Indianapolis, Ind. 

Designer, Contractor, Operator 


Builder of the Balloon "Chicago" the 
largest in the world; the "Indiana," 
which holds the endurance record of 
the U. S. 

For Sale — Four new spherical balloons, 
fournew dirigible balloons, just finished. 
Will sell at reasonable prices. 


THE nextgreatachievement in avia- 
tion may be Motorless Flight. 
Many eminent enfiineers and 
physicists believe it to be attainable 
by man. We know that it is per- 
formed by the birds. Read the 
article entitled Soaring Flight," 
by Octave Chanute, in the Epitome 
OF THE Aeronautical Annual. This 
Ei'iTOME contains also articles by 
Cavley, Wenham, Lilienthal, Maxim, 
Langi.ev and others who laid tiie 
foundations of the science of aviation. 
221. pages, 18 plates. Price $1.00: 
postage 12 cents. W. B. CLARKP:, 
CO., 20 Tremont St., Boston. 





Telephone 108 FULTON STREET Cable 

100 John NEW YORK Photonews. N.Y. 

Photographs of Practically every Aeroplane and Airship in the World 
Lantern Slides and Enlargements our Specialty 

Write for Catalogue Agents Throughout Europe 


"Stop Thief ! ! and Nature gave a yell 

As Willie dove to Death and Hell-- 

Thou hast my choicest model ta'en — 

How shall I sf e to make a Fool again?" 

See the Hump ! It's a non-upsetable Helicopter, 
Parachute, Gyroscope, Fly-wheel Monoplane. 

JOS. E. BISSELL, Box 795, Pittsburg, Pa. 

In anstvcnng advcrlisements please inenlioii lliis iiiagacine. 


September, iQio 

a gear pump draws and keeps the oil in continuous 
circulation, constant level splash system of lubri- 
cation heing used. 

A ball-bearinu- thrust collar, integral with crank 
case end. is .-irran.'Ard to taki' a thrust in rithi'r 
direction, so thai a pusli or pull propeller n;a.v 
be used. 

Ignition is l>y liosch hiiih-tension magneto, and 
a special aluminum Stroniberg carburetor is regu- 
lar e(piipment. 

Tliis company claims simplicity of construction 
and di'si!;n. wiih as much lightness for the power 
(li-vclopcd as any other water-cooled motor that 
will stand up under the luud usage that an aero- 
nautical motor has to conti'nd with. 

In addition to these motors tliis concern offers 
laminated elm and mahoginy propellers, which 
the.v believe liave orivinal lines, and which they 
claim give more tlirust for tlie norsepower ex- 
pended than propellers of other manufacture. 
Using a 6-ft. blade on their .30 h. p. moto". they 
claim a thrust of 220 pounds at 1,100 revolutions, 
and with an .8-ft. blade and tlieir 60^ h. p. motor 
a thrust of from 380 to MOO pounds at 1.200 

Tliey are also prepared to furnish radiators of 
light weight, but with liberal cooling surface, in 
two types, a .'?() h. p. weigliing 14 pounds and a 
00 h. p. weigh in ■^ ."JO pounds. 

The Detroit Rotary Motcr. 

Till' .Michigan Airshiji Co. has been formed in 
Detroit. Mich., to make and distribute a new ro- 
tary en'rine. called the ■■Rotaero.'" It is claimed 
b.v the makers that in tliis motor many of the aims 
of the engine designer, great jjower with little 
weight, long life, simplicity, accessibility, freedom 
from repairs, etc.. have been accomplished. 


The engine is a 1-cylinder in jirinciple, which 

has been divided into two i)erfectly l)alauced units, 
and the different working phases of the cycle, as 
charging, compressing, e>iilosion and expansion, 
occur in both units exactly at the same time but 
in opjiosite directions. This relieves the center of 
the engine from any bending strain under normal 

Adverse criticisms have been made against the 
multiple type of rotary engine for the simple 
reason that it requires a man of thorough technical 
knowledge to locate ignition troubles. In the 
revolving 1-cylinder t.vpe the difflcultv of locating 
the ignition troubles of the multiple cylinder ro- 
tary tyiie is being eliminated, as both sparks must 
occur simultaneously in the same place, which is 
not the case in a multiple cylinder type of engine. 

This engine has been designed in accordance 
with the 2-cycle principle, because a 2-cycle en- 
gine gives more power for a given weight than 
the 4-cycle, and eliminates in the jiresent design 
the intake valves entirely, and simplifies the elec- 
trical or mechanical timing arrangement to a great 

In the present design the .so-called, "straight- 
line" clearance has been introduced which is even 
of a greater volumetric efficiency than the 4-cycle 
principle, inasmuch as there is 'no non-scavenging 
space above the piston in which the burnt gases 
can possibly remain, which is often the case in 
the imperfectly designed valveless 2-cycle engines. 
The new^ charare, by aid of the crank case com- 
pression, fills the cylinder through the by-pass on 
the very lowest point and leaves through the 
head valves after the exnansion stroke, and inas- 
much as carburetor intake and exhaust ports are 
located in a radial direction to each other, the 
centrifugal force jilays a very prominent role in 
the process of charging and discharsing, helping 
to throw the charge into the crank case, transfer- 
ring the same from there into the cylinder and 
after the expansion stroke into the air. 

The engine may be mounted hanging from one 
ben ring like the French (Jnonie motor, or it can 

1 tV U7i^ 

S—9'^ A,.,,-.^ 

-.,/e .6,.,.^, ■ 

.,/ /-.> f^iw ^. 

Detroit "Rotaero" Motor 


September, igio 

preferably be located between two bearings while 
the propeller swings outside the front bearing. 

The pistons describe a true circle around the 
wrist pins and form, during a lialf revolution of 
the engine, a vacuum in the cranio case, drawing 
the g-as and oil mixture through the hollow crank 
shaft and a mechanically operated poppet valve 
into the crank case wliere it is compressed during 
the next half revolution, then entering the cylin- 
ders by means of the l)y-pass, filling same. A 
short time before the head of the piston clears 
the by-pass, the exhaust valve is opened mechani- 
cally and the burned gas rushes out, driven by 
its "own pressure, mostly before the piston head 
reaches the bv-pass opening- and as the exhaust 
valve is still open at this moment, the new charge 
entering the piston gets a chance to assist in 
driving the remainder of the burnt gas out. 

Touching on the constructional side of this 
new aeronautical power plant, the different parts 
of the en<4in(^ are machined to fit within one- 
thousandth of an inch, and are made on the in- 
terchangealile plan through the use of precision 
instruments and fixtures. The crank case is made 
of aluminum, and is cast in one piece. Cylinders 
are made from cast iron machined all over. The 
pistons from the same grade of cast iron and 
contains three rings, of which two are above 
and one below the wristpin. The crank shaft is 
double throw, and bored out to reduce weight and 
to admit the gas(>s. The exhaust valve is located 

aid of all scientific means, and the results of 
these tests will be published in a subsequent 

Church Aeroplane Co. Busy. 

The Church Aeroplane Co. has completed a 
Bleriot, cross-cliannel type, for Cohan & Harris, 
theatrical managers, to be used this fall in the 
new play, called the "Aviator." 

A biplane is also building for Kramer, the 
former l)icycle champion. 

The World has bought an exact model of the 
Curtiss .\lbany-Xew York flyer, built to scale 2 in. 
to the foot, and all details are carried out very 
minutely. Seven of the principal type models have 
been shipped to Revere Beach. These were built 
to order for the Suffolk Amusement Co., and are 
on exhibition in connection with a daily balloon 

The Church company recently moved to new 
(juarters. ^2?> Smith St.. Brooklyn, where there is 
room enough to build four macliincs at once. 

Rinek Engines Two a Month. 
The Rinek Aero Manufacturing Company have 
now secured the services of a first-class mechan- 
ical engineer. Mr. William Francis, and ar(> now 
in a position to turn out two engines a month. 
Mr. Francis succeeds .T. E. Smith, wlm is no 
longer in their employ. 

Detroit Rotary Motor 

in tlie head of the cylinder and is made from 
(he same grade of iron as the latter and is 
of sufficient area to empty the cylinder in mini- 
mum time. The magneto is driven positively at 
crank shaft speed which insures an easy starting 
of the engine direct, without the aid of battery 
ignition. The engine is hold together by means 
of two tension bars terminating at each end in a 
valve cage retainer in which the valve is seated 
and held to the cylinder and with the same is 
held to the cranlv case. It is natural that the 
cvlinder valves, etc.. exert an enormous pressure 
through the action of the centrifugal force, and 
Ivce]) the valves seated tight. Consequently in this 
way the cylinder is in compression instead of in- 
tention and as the tension bars are of sufficient 
size to take care of the pressure at a high speed 
with an ample factor of safety, there is no danger 
whatever for the jjarts to become loose or to be 
thrown off. American-made annular ball bearings 
have been used as main bearings. The connecting 
rod bearings are made from best white brass. 
The lubrication system employed is the spraying- 
system by which "the nil is drawn into the crank 
case in form of a flne spray, oiling in this way 
all internal working parts. The testing experi- 
ments of tliis (>ngine have not been completed, at 
the time of going to press. However, arrange 
ments have been made with one of the foremost 
universities to have this engine tested with the 

New Books. 

Modclcs d'Acroplanes is the title ol a recent 
l)()ok on model building. It is well illus- 
trated, with drawings of models, power plants, 
etc., and there are listed small propellers of 
various sizes, gasoline motors and rubber-band 

Price, 2 francs, from Librairie de VAxna 
tioii lUusircc, 5, due Coetlogon. Paris (Vie), 

F.iicyclopedic Acronautique, by L. Ventou- 
Duclaux. (Pul)lished by F. Louis Vivien, 20 
rue Saulnier, Paris. Price, i franc 75.) An 
8vo brochure containing 300 aeronautical items 
and terms with definitions and comments. The 
various machines are concisely described and 
illustrated and the book is practically an ex- 
tension of tJK' author's popular "1' Aviation 


AERONAUTICS September, iqio 

Vulcanized Proof Material 



Forbes and Fleischman, Balloon "New York" 


35 Hrs., 12 Mins. Forbes and Harmon, Balloon "New York" 


Harmon and Post, Balloon "New York," St. Louis Centennial 


Harmon and Post, Balloon "New York," St. Louis Centennial 

2nd, BRESCIA HEIGHT PRIZE— Glenn H. Curtiss 


Used in the U. S. Gov. Dirigible and Spherical Balloons 

WILL last from five to six times as long as a varnished balloon. The weight 
is always the same, as it does not require further treatment. Heat and cold 
have no effect on it, and ascensions can be made as well at zero weather as in 
tlie summer time. The chemical action of oxygen has not the same detrimental 
effect on it as it has on a varnished material. Silk double-walled VULCANIZED 
PROOF MATERIAL has ten times the strength of varnished material. A man 
can take care of his PROOF balloon, as it requires little or no care, and is NOT subject 
to spontaneous combustion. Breaking strain 100 lbs. ])er inch widtli. Very elastic. 
Any weight, width, or color. Will not crack. Waterjjroof. No talcum powder. No 
revarnishing. The coming balloon material, and which through its superior qualities, 
and being an absolute gas holder is bound to take the |)]ace of varnished material.- 
Tiie man that wants to have the up-to-date balloon, must use VULCANIZED PROOF 
MATERIAL. Specified by the U. S. SIGNAL CORPS. 


Prices and samples on application 

Captain Thomas S. Baldwin 

Box 78, Madison Square 

hi aiiszvcriiig adrcr!isciiiciils piciisr incnt'uni this iiniiiaciite. 


September, igio 



of America 


















W. Morrell Sage 


Models Developed 

One to Fifty Passengers 

Contractor to the United States Government 


Ninety-five per cent, of tiie Clubs in this country 

Also Representing the Santos Dumont Aeroplane 
American Representative The \A/ilCOX Propeller 

Carton & Lachambre 

Balloon and Airship Builders 
of Paris, France 

Address : Box 181 

Madison Square 

N. Y. 

In anszvering advertisements please mention this magazine. 


September, igio 

Trade Opportunities in Mexico. 

AKKDXAL'TICS" representative in Mexico, Mr. 
Edward L. Kamsey, Box No. 13o, Veracruz, V. C, 
Mexico, tliat lie receives inquiries almost 
daily from; parties in different parts of the Re- 
public, for information as to where aeronautical 
supplies of all kinds can be obtained, and states 
that if the manufacturers and dealers will send 
him catalogues and descriptive matter of en- 
ines or samples, of supplies, etc., he will be 
pleased to forward same to parties making in- 

Independent aviators or exhibition companies 
would do well to address Sr. Don Guillermo de 
Landa y Escandou, Governor of the Federal Dis- 
trict, at Mexico, D. F., Mexico, who is also the 
President of the National Centennial Committee, 
with the idea of securing engagements for the 
.Vviation Meet which is being contemplated and 
which will be held in conjunction with the Cen- 
tennial Celebration in the City of Mexico during 
the month of September. 

Barberton Aviation Co. 

The Barberton Aviation Co., Barberton, O., is 
)ffering a modified Curtiss type machine for general 
;ale, equipped with an Elbridge engine. 40i-6(l h. p. 
The spread is 37 ft., by 6% ft. fore and aft the 
nain planes. The weight complete is about 800 
)ounds. The equipment includes Bosch magneto 
ind El .Vrco radiator. 

Rubel Company Aero Catalogue. 

A most pretentious catalogue having a full line 
)f aero motors and supplies, aeroplanes, etc., is 
hat just gotten out by R. O. Rubel, Jr. & Co., 
)f Louisville. Ky. Nearly everything in the aero- 
lautical line is listed. 

Many Engines Sold. 

Many sales have been made the past month 
ly engine makers all over the country. The 
lall-Scott motor, a new one on the Coast, has 
ilready done a promising business. And in this 
ssue will be found some other new motors on 
he market. The Rinek Aero Manufacturing Co., 
n Easton, the Harriman and other companies 
eport demands up to the limit of output. Among 
)urchasers of Elbridge engines are .lohn E. Clark 
if San Francisco, who is building two biplanes ; 
>amuel Barton, 1008 Herkimer St., Brooklyn, N. 
.'.. a 20 h. p.. '1 cvlinder, for a monoplane : John 
;eyler. Union Hill. N. J., a 40-60 ; Glenn Ethridge. 
Vestburv. L. I.. 40-60', for a Curtiss type biplane ; 
I. C. Cook, 128 West 125th St., New York, who 
las a 40-60 for his Curtiss type ; George Schmitt, 
{utland, Vt., a 40-60, for a Curtiss type being 
lUilt by Wittemann Brothers. 

Nicaraguan to Buy Aeroplanes. 

Dr. J. J. de Praslin of Nicaragua has been vis- 
ting various aeroplane exhibitions in this country 
ind is now in St. Louis. He became interested 
here in the Curzon machines, and states that he 
nay possibly buy 12 and remain long enough to 
lecome proficient in operation, so as to teach 
iviators in his own country. 

The Curzon manufacturing plant and training 
chool has removed from Chicago to Washington 
'ark. East St. Louis, 111., where perfectly level 
rrounds are to be had, two miles long by one 
Qile wide, with plenty of surrounding country 
ree of obstructions. .V course five miles in length 
an be flown over. 

Chas. C. Bradley, of Pacific Aero Club, has 
lad some interesting results with his large pro- 
)eller. This laminated propeller is 8 ft. in diam- 
■ter, with an 8 ft. 3 in. pitch ; blade at widest 
)art is 24 in. Turned at about 400 r. p. m. by 
I 20 horse power 4-cylinder, water cooled motor, 
!% X 3% bore and stroke, the propellor going 

to 2 of motor, a thrust of 230 pounds was 
pcorded on scale. This propeller is of very neat 
workmanship and was made by Mr. Bradley per- 


National Manufacturing iV Aerial Exhibition Co.; 
apital .^50,000. Incorporators. Eric R. Mackay, James 

L. Davis, both of Chicago: 111.; C. \V. Dorsey Jr Wil- 
mington, Del. 

_ Detroit Aeroplane Co., Detroit, Mich., $20,000. 
r^y,l Weinburg, Fred Weinburg, Ray Wilcox, 
VVilham Anderson, Alfred Brawn. 
..o'^i*^*^. Latendorf Aerial Navigation Co., 34 East 
-8th St., Bayonne. The authorized capital is S50,- 
000, divided into 1,000 snares of $50 each. The 
incorporators are Lowell B. M. Hoig, of Orange • 
G. Edward Menzel, of Maplewood, and Howard 
VV. Forsyth, of Mount Veinon, N. Y. 

Chicago Aeronautical Exhibition Co., 2,500 ; 
exhibiting airships, aeroplanes, balloons, etc' 
Charles E. Bartley, Robert T. Laughlin, James 
E. tiilles. 

The Aeronautical Society, New York ; promote 
aeronautics; capital, $10,000. Incorporators 
Thomas A. Hill, Lee DeForest, Hugo C. Gibson 
all of New York City. 

Stella Aeroplane Co., New York City ; manu- 
tacture anJd construct airships heavier than air; 
capital $50,000. Incorporators, Paul de Kildu- 
chevsky, aio East loth St. ; David Edelstein, 1605 
Prospect Ave. ; Isidor Wolfberg, 841 Fox St., all 
of New York City. 

American Aeronautical Association, membership 
corporation, June 22, 1010. To form organiza- 
tion of representatives of lawfully organized aero 
bodies, organize other bodies, issue pilot licenses 
and generally supervise and regulate aeronautic 
I'ndeavor, hold meets and contests, maintain club 
house, develop science of aeronautics, establish 
aviation schools, encourage helpful legislation, co- 
operate with manufacturers of aerial products on 
tue continents of North and South America and 
adjacent islands. Directors named to serve until 
tirst annual meeting; Joseph T. Adams (New 
York J, Martin Bloomer tWestlield, N. J.j, William 
Borchers (Brooklyn;, A. Franklin Callahan (Chi- | 
cago), James K. Duffy (New Yorkj, Mayer C. 
Goldman (New York), Clifford B. Harmon (New 
lorkj, Joseph D. Havens ( City), George 
Michael Haas (New Yorkj, James A. Hughes 
tBaltimore), Jerome H. Joyce (Baltimore^, James 
B. Mee (New York), George A. Morrison (Cran- 
ford, N. J.), George M. Myers (Kansas City), 
Frank J. Palmer (Fanwood, N. J.), James E. 
Plew (Chicago), Augustus Post (New York), Jo- 
seph Snyder (New York), William B. Strang 
(Kansas City), Albert F. Zahm (Washingtonj. 

Pelletier Aeroplane Co., $25,000, New Y'ork City. 
Manufacture of aeroplanes, motors, engines, etc. 
Incorporators are II. E. Pelletier, E. J. Pierce and 
N. R. Green, New York City. 

Burgess Company & Curtis, Marblehead, Mass. 
For the manufacture and sale of aeroplanes ; capi- 
tal of $80,000. Incorporators : President, W. 
Starling Burgess, Marblehead ; treasurer, Greely S. 
Curtis, Rye, N. Y. ; clerk, John Noble. 

The Gallaudet Engineering Co., Norwich, Conn. ; 
$100,000'. Incorporators : E. F. Gallaudet, Denison 
Gallaudet and Grosvenor Ely, all of Norwich. 

The Walden Manufacturing Co., New York City. 
To manufacture and deal in aeronautic devices. 
$10,000. Incorporators ; Henry W. Walden, 37 
St. Mark's Place ; Abraham Levin, 10i20 Simpson 
St. ; Jacob Glass, 67 Second Ave., all of New York 

America Exhibition Co., Atlantic City. For the 
holding of meets and the exhibition and flying of 
all types of air craft ; $10,000. Incorporators ; 
Charles B. White, A. T. Bell, J. Haines Lippin- 
cott, Harry B. Cook, D. S. White and Jacob 
Weikel, all of Atlantic City. 

Aero & Motor Club of Asbury Park, $25,000; 
incorporators, Geo. W. I'ittinger, A. R. Parsons, 
J. G. Wai-ner, J. M. Ralston. H. E. Denegar, H. G. 
Rockefeller, C. A. Atkins, Milan Ross, J. L. Kin- 
mouth, W. A. Berry, J. M. Ralston. C. R. Zacharias, 
Margaret II. Frost. 

The William T. Thomas l)iplaue has been mak- 
ing many good short flights at Hornell, N. Y. A 
full description of this machine appeared in a 
recent issue of Aeronautics. 


AERONAUTICS September, ron 



To the Editor of Akronautics : 

Tlie accompanying illustration is an n.uplitica- 
(ion of the air runner or Uotaplane set forth by 
llie writer in the l:>vi(ii1Uii- Ai/(Ciiciiii tiui)i)lcin<uil 
of Oct. 25, 1902. In that article will be found, 
I think for the first time in print, the recently 
much-used word aviator, to designate the oper- 
ator of a heavier-than-air flying machine. The 
general subject of ortliogonal flight was illus 
Hated and discussed by tlie writer in the above 
l)ublications of Aug. 11. 1894; Jan. 30, 190i4. and 
the Klectriciil World of June 20, 1896. 

As a replica or close copy of tlie device here- 
with illustrated is now under construction, it is 
thought a brii'f stati'oieur of the characteristics 
we will doubtless establish may be of interest to 
readers of the fast developing aerial art, and they 
are certainly more numerous than when the ar- 
ticles referred to were published. This device is 
especially designed for warships and kindred pur 
poses. For the army, for explorations or for pre- 
liminary surveys, etc., it may be dismantled for 
compact transport. Tlie design for' general com- 
mercial usage weighs less and ajjpears somewhat 
different in aspect, as the aviators are seated ard 
other expedients availed of for maneuvering, whicli 
will be described later. It may be flown from any 
l)lace without a runway or other .starting arrange- 
111(11 Is. and will alight at any unobstructed point 
where there is space for it to stand upon. II is 
intended for use as a ship's adjunct and flown 
from its deck. It may be flown from land ; it 
may be flown from water. It will rest upon a 
sea of considerable roughness, when i^roperly 
equipped therefor, and will rise therefrom with 
greater efficiency (less power) than from the land, 
because of lessened weight, due to parfial sub- 
mergence, and greater facility, because of the ab- 
sence of drag due to vertical tilt as distingMished 
from forced translation through water and the 
consequent skin frictional resistance of any sucli 
attempts with monoplanes, biplanes or triijlanes. 

The modus operandi of the translation and di- 
rection of this machine is, curiously enough, the 
same physical principle that lends itself to Ihi- 
locomotion of land animals in- walking or run- 
ning—viz., the center of gravity displacement. 
That is to say, when in suspension the center of 
gravity of the machine is determined bv the posi- 
tion of the load relative to the axlS; and the load 
is the operators, who are free to move together or 
separately about and around the axis or support- 
ing pedestal of the machine. (Jbviously, then, (ho 
raacliine is caieened and the cant or tilt of die 
axis to the points of the compass determines the 
direction of translation through the air, and it 
takes little cant to make liigh speed. It is easily 
shown that gyroscopic action will not interfere 
appreciably in the operation of handling this 
machine. The action of the gyroscope is oniy 
apparent when it is subjected to quU'lc movements, 
or sudden precession, from its plane of revolution. 
The heavy wheel? of a vehicle rounding a street 
corner, or the driving wheels of ■x loGomotivo 
rounding a cu've, have a decided gyroscopic Vend- 
ettey : but we kijo.v it is negligible, duj principaiJy 
to comparative moderate rotative speed and the 
Oiadual changing of their planes of revolution. 

Instead of so-called automatic stability, it is 
apparent that this machine has inherent stability 
like a boat ; and this can be made adjustable liy 
telescopic arrangement. Quite the same as a boat 
can l)e made variably stable l)y the weight and 
|H)sition of the load relative to the water line 
or plane of buoyancy. Hence th(> long training to 
acquire specialized skill is not necessary. The 
mental and ordinary requirements of a competent 
auto driver would be all-sufticient Wind resist- 
ance is minimized Ity compactness, which, combined 
with weight, insures precision of movement when 
in the air. With proper equii)ment its shop cost 
would lie moderate. 

I have shown how the machine is directed by 
the center of gravity displacement. Other maneuv- 
ers, such as jockeying to attain altitude, are 
effected the same as we meet the up and down 
grades with niir automobiles and other vehicles by 

increasing or decreasing the motive power. H 
utilizing the two expedients described, every met 
tionable evolution can be made in the air, fro 
a stand-still or stationary suspension — even spii 
ning around like a top in either direction in su 
pension — to a straight, curved or spiral path i 

or ('i)wn ai any angle to the iKiri/.ou — or vc 
tically — without the imiiedimeuta of tail, win 
rudder, aileron or complicated mechanism, or tl 
addition of a pound weight. 

"The real future of flying, or rather the pra 
tical solution of the problem of the air." M 
Chanute thinks, "will come with the explosi( 
motor turned into a 'sustention' engine.'' follow 
ing a statement that he does not foresee mu( 
utility for aviation carried on along the preset 
lines. Doubtless the heart and key to all typi 
of flying apparatus lie in the motive power, an 
all types of engine will needs lie adapted to tl 
different types of machines, of which at the pre 
ent time there are only two in evidence of tl 
heavier-than-air sort. ]ioul)tless also the greate. 
rteld for broadening and perfecting the aerial a 
is for the theorists to get busy and evolve a r 
liable fundamental power principle, or constnictioi 
involving no reciprocating parts like the electr 
motor, for instance, which, unfortunately, is not 
prime mover. Then we will begin to see dayligh 
I know of at least two of some promise. Barrin 
this desideratum, we must do the best we can wit 
existing systems. 

The original arrangement of the two-cycle ei 
gine shown in the publication first referred to, c 
radially arranged revolving cylinders incorporate 
at the hub. has been introdticed substantially o 
the same lines by the American Adams-I'arwe 
and the Frencli (inome companies for aeronautic 
work. Tliese rotatory engines have features c 
air-coolin.g and liglitness which are very stron 
factors and are likely to be controlling for soni ; 
tyi)es of flying machines. In, the illustration heri 
with 1 have eight two-cycle cylinders groupe 
aniuiid and parallel to the axis. The eight cy ; 
inders act as a unit, of course, through tin' trait.- 
mission. This makes a good arrangement in som , 
resjiects. but. for certain mechanical reasons, tit 
prime mover of the machine under construction i 
arranged as three twin-cylinders acting as a uni 
through a reverse motion differential speed tran? 
mission of nickel-stei>l spur and internal geai> 
Th(> maximum power developed is 90 horse; tli 
normal power is 75 horse for the three engines- 
i. e., six cylinders of 12% horsepower each. Th i 
engine has special features for clearing the cyl| 
inder and purifying the mixture for perfect coiii I 
bustion. Ir weighs about 202 pounds, or 2.' \ 
pounds to the horsepower. I have aimed in tb j 
jiresent construction to make a full-sized machini'[ 
which can be considerably modified without rooori 
struction for experimental data of which there i' 
practically none extant. With that end in view 



Scl^tciiihcr. iQio 




^^/Xi^ -'-•-""- 147 FULTON ST.. N. Y. 

Tel.. 5635 Cor-t. 


n Ci^rpc built to order on extremely short 
11 01ZCt> notice. CWe do experimental 
rk of all kinds. CWe are specialists in light, 
ular, frame construction work :: :: :: 


Eighth Avenue - Phone, Bryant, 1268 - New York 

lROplane wire wheels 

20" X 2" Curtiss Type in Stock-WEIGHT 7 LBS. 
Monoplane Tail Wheel, 16" x I '2"-Weight 3 lbs. 

.rman Type Axles 5/[th°swk Absorbers 

4° Wire-Spoked Steering Wheels - - Turn-Buckles 

\. WEAVER, Jr., 956 8th Ave., N. Y. 

B. REPAIR CO., Inc. 



5 W. 37th St., N. Y. Tel. 6349 Col. 


We Accomplish Results where Others Fail 
Tsen Lubricators have proven to be the most reliable 

Pedersen Manufacturing Company 

(^Established 1884. incorporated 1906) 

eaver-Ebling Automobile 


All Aeronautic Supplies 
Broadway at 79th St., - - - New York 

ito & Aeronautic Supply Go. 

C Aeronautic Supplies of Every 

Description in Slock 
C Wood Cut as per Specifications 

00 Broadway (73rd St.,) new York 


BET a 



Skeeter has a new propeller; You ought to see it 
t goes like a streak. The Jersey Skeeter Aeroplane 
ins. long, weighs 1-6 ounce, flies 30 feet. Sent 
aid ir> cents. 

jln Square Novelty Works, 1939 Broadway, N. Y. 


Spruce Lumber — Aeronautical Cloth- 
Turnbuckles — Piano Wire, Etc. 


J. W. Roshon :: Harrisburg, Pa. 

Health Food 

New York 


Most Suitable for Aeronauts or those 

requiring a Non-Bulky Sustaining Food 


Roebling Aviator Cord 

Made of the highest strength 
wire drawn from special steel 

The strongest and lightest cord procurable 
JOHN A. ROEBLING 'S SONS CO., - Trenton, N. J. 


which you may desire from France, write to 

Ladis Lewkowicz, Ervauville, Loiret, France 

and prompt attention will be given your inquiry. 

Specialty of securing reliable and successful motors. Any styles of 
aeroplanes. Quickest delivery and lowest figures. Manufacturers' 
guarantee. Full information can be obtained from my lawyer and 
resident representative. Eugene I. Gottlieb, Esq., 140 Nassau 
Street, New York City. 



For Model and Full Sized 
^ Prices on Application 

L. G. DUQUET ''^^J^tf 

Specially Selected for Aeroplanes 

J. DELTOUR, inc., 49 Sixth Ave., New York 


White Aeroplane Co. 

^1= 15 Myrtle Ave., Brooklyn, N. Y. == 


Excellent facilities for experimental and model work 




September, /p/j 



% 20 Years Experience 

* Send for book telling how to obtain Patents and 


usl rating 100 Mechanical Movements 




CHAS. E. BROCK, patent attorney 




Competent Patent Work Pays in the End. 

You get it here at Minimum Cost. 

Also Working Drawings and Reliable Data 

for Flying Machines. 




; Our NVw Book PATENT-SENSE Mailed Without CharRe 

\ n.S.& A.B.LACEY.Washington.D.C. Estab. 1869 




Aeronautic Inventions 

a specialty 
at home and abroad 



First Complete 
Aero Book 


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C. L. P A R K E 1 

Late Examiner U. S. Patent Off! 


American and foreign patents secured promptly ar 
with special regard to the legal protection of the ii 
vention. Handbook for inventors sent upon reque! 




Send sketch for free search of Patent Office Recor( 
How to Obtain a Patent, and ^A^hat to Invent, with Li 
of inventions "Wanted and Prizes offered for Inventioi 
sent free. Patents advertised free. 

"We are experts in AIRSHIPS and all patents ar 
technical matters relating to AERIAL NAVIGATIOl 

VICTOR J. EVANS & CO., Washington, D.( 



"Why Patents Pay," "100 Mechanical Movement: 
(tiid a Treatixe on Perpetual Motions — 30 lllusiratio 

F. G. DIETERICH & CO. patent lawyer 
803 Ouray Building. Washington. D. C 

"The Protective Patent' 

This book for inventors sent free, $35.00 required 

to file patent application. Total cost $65.00 


BEELER & ROBB. Patent Lawyei 

87-90 McGill Building - - Washington, D. 4 


JUL .iT'-nillli. A JlmnnulfJlL ID ~lr 

C Improvements in Aerostructures should be protected without delay. Tliousands arf 
cxperimentiiiir, and your discoveries may be made and patented by others. A seeniingl 
iiniinportant point to-day. may control tlie Aeroplane and Dirigible in the future astheSelde 
Patents contiol the Automobile. Do not give your ideas away ; protect them with solid patent! 
We render an opinion as to the patentability of any invention without charge. Send us 
sketch and description, photographs or a model for imniediato report. 

Booklets giving full informal ion in Patent Matters, a list of needed inventions and a liistoi 
of successful patents, mailed free. Write for them. 

*af .^V.^^ P^lBf Jk r« p^ B .«i« ■ ■ M &■ >«. I w~mm PROMPT AND PROPER SERVIC 


In answering advertisements please mention this inoi^acine. 


September, ipio 

the diameter over all may be varied from 12 to IT 
ft. It is believed, however, that with hish power 
and efficient screw action diameters of around IL' 
ft. will be sufficient for the practical working of 
Uotaplanes of medium-load capacity. 

The illustration .■-■hows superimposed screw- 
blades supported by a tubular double-rim tangent 
wire-spoke wheel. This (rotary) biplane arrange- 
incut has not been tested out by the writer, but 
I lie machine under construction vv^ill determine the 
advantage or otherwise of this feature. The gaso- 
line and lubricant are contained in the 1/32-in. 
sheet-steel pedestal. The cavbm-etor hns been 
changed from near the base to near the engine, 
so it will not be interfered with when alighting 
on the water. The total weight of the machine for 
two persons is about 400 pounds. 

The word aeroplane, or monoplane, or biplane, 
(ir triplane, applied to the respective examples of 
present-day flyers, is a misnomer, because the sup- 
porting surfaces of all machines up to the lU'esent 
rime have l)een aerocurves exclusively — something 
(juite different. In view, however, of the hold 
these words seem to have on the popular imagina- 
tion. I will venture to name the type of the 
machine illustrated herewith a rotary aeroplane or 

S. D. MOTT. 

rassaic, X. J., July 30, 1910. 


W. .T. Diefenbach has finished a 4.")-ft. Curtiss 
typ(^ biplane and needs a motor. He is willing to 
part with an interest in his machine and requests 
aid lo tliis exfent. Letters will reach him care of 
llir Ac'r(in;iulical Society, Mineola, N. Y. 


.lohn C. Press, 100 Burritt Ave., South Nor- 
walk. Conn., suggests a device for the maintaining 
of lateral eriuilibrlum by means of flexible ailerons 
as shown in the sketch. These are fixed at an 
ujiward angle. To get increased lift on one side 
cf thr mncliine, the designer curves the aileron 



I}0^£^^S So-'^^-^CE. 












Front View 

down (n that side and curves it up on the other, 
lie claims that no turning movement will be 
caused by this device. 


.Toe W. Naude, Graaff Reinet, Cape Colony, is 
industriously working out some novel features in 
flying machines, not to mention an aeroplane that 
uses a small motor for starting only and a heli- 
copter tombined with a bi])lane glider. The nov- 
ellies cover lateral automatic stability, aero lirake, 
means f(u- changing angle of incidence main planes 
(luring flight, shock-alisoi-bing device and mono- 
wheel and skid combination, reversilile |)ropeller, 
vertical and horizontal rudders liotli lure and aft. 
cooling device for air-cooled motors in tropicnl 
climates, universal control, emergency second con- 
trol, warmer for gas and oil in cold climates 
<Tnd at high elevations, fluting of under planes to 
])revent skidding. 

wrk;ht and fuirnss m'kol. 

Item- Sirs: — 

I would like to give my idea of llu' dillerence 
between the Wright and fhe Curtiss e(|Mlil)i-iuni 

When th(> Wright machine tips lo one side, the 
low side is warped so as to increase its angle of 
incidence. In other words, the lift of the low 
side is increased and that of the high side de- 

decreased. The low side, having the greater angle 
of incidence, has more drift ; this would make the 
machine travel in a circle with the low side to- 
ward the center, this tendency is overcome by 
manipulating the rudders. 

The ailerons in the Curtiss machine are an- 
alogous to elevator rudders. Then when this ma- 
chine tips to one side, the low side is steered up 
and the high side is steered down by manipulating 
the ailerons or wing tips. In a Curtiss machine 
flying there is no very noticeable movement in 
these ailerons, which goes to show that they move 
through very small angles. Since these surfaces 
are flat their drift at small angles is very slight, 
so that any diffi i-'nce of resistance ( li there is 
any) at the wing tips is so slight as to be imma- 
terial, therefore the machine does not deviate from 
its course. 

E. S. Locke, 

1519 Oxford St., Berkeley, Cal. 


To the Editor:^ 

There has been so much talk of late re- 
garding the Wright patent and the danger of 
their monopolizing and hindering the advance- 
ment of the art that I take this opportunity of 
showing a few different improvements designed 
to be used on any make or style of aeroplane and 
render flying safer and soaring more possible. 

My O'b.jective point has always been an in- 
stantaneous control under all circumstances and 
conditions, all possible accidents considered and 
])rovided for. in my imiiroved auxiliary plane 
system, I Ihink I have accomplished all this and 

Pig. T is a plan view of a machine with im- 
orovcd horizontal or elevating rudders, with which 
it is possible to steer up or down and to right 
or left and balance the machine simultaneously 
with one lever. The dotted line C. on main plane 
.V, shows end of ribs and beginning of extremely 
flexible portion as shown in Fig. VI. .\ is rib: B is 
beam: C. rear end of rib : D. flexible portion of 
rib which in itself is an eoualizer of pressure 
but may lie warped down c>n tbr> low side of ma- 
chine eitlun- manually or nutomatically. 

l'"ig. \ shows two vertically disqio.sed screens 
operatinff transversely of the machine, designed 
as an em-^rgency or auxiliary lateral steering gear 
with which vertical cells or jjartitions must be 
used to prevent side drift as in A'oisin type or 
may be used to stop machine when both are 
pulled out simultaneously. In construction they 
are simple and are practically the same as the 
ordinar.v roller curtain or window shade without 
rachets. The drawing represents a front view of 
both ends of machine: A. main jilanes : B, ad.iust- 
able screens ; C. cords : I), wire in front of which 
the screens operate, thereby allowing the action of 
the springs on screen, which would be prevented 
liy the pressure otherwise : the idea being to 
l)resent a desired amount of surface on the side 
corresnonding to the dir(>ctlon (I. e. rieht or left) 
in whi'-h the machine Is to be steered, retarding 
one side of machine and permitting the other side 
The longitudinal action front and rear is simul- 
taneous. There is no transverse nction of rear 
rudders except for emergencies. The advanta'.'es 
to revolve around to any position desired, might 
also be used to restore enuillbriuni to a certain 
extent liy presenting surface on fhe high side of 

Fiff. II is ,n sectiou^il view of improved liori- 
zontal or elevating rudder, dotted lines showin-r 
their Idin/il iidhial nction by means of which the 
eouilibrinm is maintained or instnntlv restored by 
tilting all auxiliary jilanes opiiosHe the inclination 
of main planes: i. e.. if the ri'iht side of main 
planes are low. tilt the auviliary iil;iu<'s opposite so 
thiit fhe riiiht sides of all auxilinry planes front 
and rear are high (Fig. IT). 1*. T^ are adjustable 
balls between which auxiliary planes operat(> : 
I) is 11 uulde passing through central support and 
preventing uhines from getting out of their iji-on"^'- 
positions, is hinged on both sides of planes t^i 
allow transverse action : F. hinges. 

I'Msr. TV is a side sectional view of rudder 
showing the transverse action common to nil 
i>I(M-;i Mu';' ruilders now in use. 



Scpteuihcr, ipio 


l77ve7iTor ^^ 

P^rrra Per^drng Chicago 

Pii^'. Ill shows a rear view of front rudders 
when operator is steering- up and to the left, 
shows result of conibininii the longitudinal action 
Fig. II, B, and the transverse action Pig. IV. B. 
of this steering s.vstem are niany. some of which 
are that it automatieall.v lianks machine and pre- 
vents side drift, the jirinciple is identical to a 
bird's ; it is safer and more practical ; is more 
convenient, gives greater pressure 'and lifting 
power both on auxiliary planes and on main 
planes;; makes soaring more safe and depend- 
able.; does not require any vertical sui'face or 
rear vertical rudder : it is a one lever control, 
gives instantaneous l)alance. is not lialile to break 
or get out of order, is simple and cheap and is 
not an infringement on any body. 

The extremely flexible portion on rear of all 
planes is designed to copy as close as is ])ossible 

tlie feather, whieli has a rigid stem with very 
flexible edges which lii'ud up under pressure as 
in Pig. VI D, dotted lines showing various possi- 
ble results of pr(^ssure, A slight propelling force 
would be derived from position K. 

Fig. !• G vertical rudder post, if one is used. 
1'" is the various parts of framework wliich must 
necessarily be alrered to suit different types of ma- 
chines : D. propellers: E, main lateral l)eam ; H, 
central suiiport on which rudders operate. 

I will appreeiale all criticism and ojiinion of 
those interested. [ will gladly answer any (lues- 
tions and supply all further information at my 

.T. W. PuiinM.vxx, 

■2S21 I>aytou St., Chicago. 111. 

The monoplane of P. F. Gillette is nearing 
completion. This machine is, in the main, a 
"Bleriof" type, but is considerably larger and has 
a number of modifications. The spread is S-t by "in 
ft. fore and aft, wings are detachable with "Far- 
man" type ailerons on ends. A triangular body 
supports at the rear "■.Vutoinette" type rudders, 
and carries also horizontal and vertical fins : two 
masts in center will support planes, which are 
6 ft. G in. in depth. The ribs are of built-up 
construction and have the iisual monoplane high 
camber; they will be double covered liy Naiad 
cloth. Wheels 26 x -IVz. Total surface, 208 
sq. ft. Weight of machine without motor, 275 
pounds; weight of entire machine without oper- 
ator, 600 iiounds. 'IMiis allows :)2'> pounds for 

the c 

will I 

power plant, 
used. Body 

A 50 horse power 
will be all covered. 

Tod ("Slim") Shriver, for many years Captain 
r>aldwin's right liand man, and selected by Curtiss 
when he was aliroad last year, with II. J. Dietz. 
th(> lamp manufacturer, has organized the Hemp- 
stead Aeroplane Co.. of IMill Road, Hempstead. 
Ij. I. Macliines will be Iniilt for gimcu-al sale as 
well as for exhibitions. 'I'lie Kirkliam (■(-cylinder 
en.gine will be used. 

The Hendee Mfg. Co., Springfield. Mass.. makers 
of Indian motorcycles, are working on aeroplane 
engines of a very light wei.ght, waterproof tight, 
of 4 and S cylinder. 25 and 50' h. p., respectively. 
'I'he S-cyliud(U- type is of the "V" shape. 


ERONAUTICS September, 19 lO 


"The Three-States Aero Show" t 

Philadelphia, October 22— November 5, 1910, inclusive 

Held by the Aero Club of Pennsylvania 

— 5 



^T We have here a l)i<>-, wealthy, new territory that is booming big in T 

^1, aeronautics and aviation. There are six balloons here, many aeroplanes * 

and numerous gliders. Our hangars have been rented for the winter for many 4. 

more. We will start next summer with enough machines to heivell ahead of ^ 

any other club* ^ 





HENRY M. NEELY :: :: :: Chairman Exhibition Committee * 

Aero Club of Pennsylvania, Betz Building, Philadelphia % 



For floor space, terms and all information regarding the show address the Manager 

Aero Show 

Nov. 17 to 24 


Complete Exhibition of Aeroplanes, Dirigibles, Balloons, 
Accessories and All Articles of a Kindred Nature 

' I 'HE BUILDING contains over 38,000 sq. feet of floor space, this has been 

laid out to give the public 1 -3 and the exhibitors 2-3. More than half the 

exhibition space has already been taken, but we wish to show our visitors the be^ 

variety possible — so we would appreciate and do solicit communications from all interested. 


Coliseum Building :: :: :: St. Louis, Mo. 

1)1 aiiszi'cri)ig adz'ertiscinciits please mention this magazine. 



The First Complete Book On Flying Mac] 

Art of Aviatii 

By Robert W. A. Brewer 

266 pages, 6x9, many illrstralions and working drawings, $3.50 net, j 

It gives dimen- 
sioned drawings, 
details of parts, 
materials, etc. 

It tc 

Mr. Rrf'wer on a Bleriot XI. Monoplane fitted with an .A.nzani Engine. 

ROBERT \V. A. BREWER has been an itnportant figure in the development of the aeroplai 
He is manager for Grahame-White, the British aviator. He is besides an engineer of wide e 
perience, who has sj^ecialized in the aeroi)lane. The work deals with the practical aspects 
flying machines, rather than with the theoretical side. It is essentially valuable because of t 
working drawings and the practical guides for those who would build or study the construction 
aeroplanes. Machines of various types are described in detail. Engines are also carefully considere 
with details of propellers. 

It covers also the art of flying, including gliding experiments, steering, balancing and control, 
will interest the general as well as the scientific public. 

The Main Chapter Headings Are: 

hapter I. 







A Comparison Between Monoplanes and Biplanes. Chxptei 


Materials of Construction for Aeropla 

The Form of an Aerofoil. 


Details of Manufacture. 

Early .Models. 


Successful Monoplanes. 

Engine Problems and Prineiples of Design. 



Description of Engines. 


Biplanes, continued. 

Engines, continued. 


Progressive Monoplane Records. 

Propellers. " 


The Art of Flymg. 

Eflfieieney of Propellers. 


Future Developments. 

Chapter XVII. Cdossarv of Terms. 


250 West 54th Street 


Send for our Netc Catalog qf Aero Books 

In aiiszvering advcrtiseiiients please mcntiun this iiiagasine. 


September, igto 



Le Blanc Wins $20,000 Prize. 
('()\i;i!.s 4.S-"-.Mii,|.; COURSE. 

Aug-. 17. — Alfred L(> Blanc arrived at Issy. ia 
rhe siiliurl).-^ of I'aris. at (> :4.") o'clock this morning 
and is the winner of the cross-country flight which 
started from there on August 7. 

For the Matiir'n .fi'o.OoTi contest over the "East- 
era Circuit," a distance of 782 kil. (48."(.!)1 miles), 
'■'.'> machines entered. The prize was offered to the 
first aviator who. leaving I'aris on th(> 7th of 
.\ugust returned hy the 17th. after touching at the 
various points on the course. The various cities 
and individuals raised prize fluids, in all totaling 
$."):i..'>(iO and contests for height, starting, etc.. were 
held at the various controls. Those who drojiped 
nut stayed to comiiete in the local events. 

The i-ace was divided into the following sta.ges : 

I'aris to Troyes. i:!.") kil. 

Troyes to Nancy, IBO kil. 

Xancy to Charleville to Mezieres. 160 kil. 

Mezieres to Charleville to Douai. i:!0 kil. 

Douai to Amiens, 7S kil. 

Amiens to I'aris. 110 kil. 

On August 7 eight actualh- started and six got 
Id Troyes — .Vlfred Le I'.lanc ( I'.leriot 1 1st. Kmile 
.Viibrun (Bleriot), ]Maiuet (I'.h'riot 1 . Lindpaintner 
(Sommeri, Weyniann (II. Farmani. and Legagneux 
iSiiuimeri. Le lilanc's time was 1 :.'!.'! :i!0. 

Second stagi'. .Vug. S. — Le I'.lanc. .\>ihrun and 
Legagneux arrived. Le lilanc was fastest in 
:: :14 :59. 

Third stage. Aug. 11. — Le lilanc and .\ubrun ar- 
rived. Le Blanc best in :.' :04 :(io. 

Fourth stage, Aug. 14. — .\ubrun and Le Blanc 
reached I>ouai. Aubrun best in .; :40 ;()(). Le 
I'.lanc took 8 :00 :00. 

Fifth stage. Aug. 1."). — Le I'.lanc. .Vubrun and 
Legagneux flew from Dou.ii to .\miens. Le Blanc 
best in 1 :14 :29. 

Sixth stage. .Vug. li. — Le Blanc. .Vubnui and 
Legagneux arrived. Le Blanc's time. 1 :4i;. Total 
time of Le Blanc for 48o kil. cabled as 11:58:49. 

French military oHicers flew i)art of the way with 
the contestants. 

Le Blanc has been named for France in the 
(iordon Bennett balloon race, October 17. 


15. — Claude Graham-White made a new 
short start record of ".n ft. 9 in. with his 


in Fr 


;■. 14. — Fitlier Louis I'aulhau or (Jrahame- 
• will be awarded the Ixiil/i Mail's .$5,000 
for the greatest total of cross-country Hyinn 
ance or (Jreat Britain in the year ending 
t 14. I'aulhan claims 7so miles and Whitt; 

Flights Day by Day 


I,.\T1I.\M WI.N'S .'fl'.OllO Fl>l; I'l.lClII' .\CIt(),SS I'.VUIS. 

-Vug. 12. — Hubert Latham, coming from Bouy, 
Hew over Paris at a high altiiudi' and landed at 
Issy les Moulineaux. 

Bv Hving across I'aris. Lalhiiiii won the Falco 
I'riz'e of .$2.00(11. Latham's time was 2 hours 18 
minutes 5(^> seconds. 


.Vug. 11. — .1. .V. Drexel ( I'.leriot ) made a new 
world's heiulit record of (■>.75(i ft. at the Lanark. 

Scotland, meet, 'i'his was r<>corded on his liaro- 
grapli which will be tested tor accuracy. Fog ob- 
scured the view of the ground and he* landed 15 
miles away. He was up over 2 hours. The mefrt 
closed August 1:!: .f:!8.450 were divided in priz(>s 
among 7 competitors. 

I'l.iES WITH 462 roT^.NDs p:.\tka weight. 

-Vug. 11. — At the aviation meet at .Tohannisthal. 
(Jermany. Thelen, in a Wright machine, made a 
flight in which he carried 462 pounds extra weight. 

P.\tI,HA.\ I-LIES 200 .MILES. 

•Vug. 11. — Louis I'aulhan to-day made two 
round trips by aeroplane between Brou and 
Chart res, with stops. He covered in all a distance 

of about 200 miles. 


.Vug. 10. — Robert I.oraine (H. Farman. new typo) 
flew from Blackpool meet across Irish Sea to 
Llandudno in Wales. Fog prevented returning all 
the way and a landing was made on Anglesey 
island. On August 1 he flew to Liverpool and 

.lames Kadley (Bleriot) who is coming to Amer- 
ica to compete in the Times race and possibly the 
Gordon Bennett, made 58.32 miles per hour. Cat- 
taneo flew :i hours and 41 minutes. At a speed of 
44.1 (■) miles per hour. This was at the Lanark, 
Scotland, meet. August 6-I0. 

.Vug. 10. — ()ne of the propellers of a Wright 
machine broke at the .Tohannisthal meet and the 
aviator. Helm, was seriously injured. 


Aug. 6. — Hubert Latham (Antoinette) flew from 
Chalons-sur-Marne to I'aris, a distance of 87 miles, 
making two stops on the trip. 

II<? passed over the city at an altitude of 
1.850 ft., circling twice around the Kift'el Tower 
before landing. 

The enthusiasm caused by Latham's flight had 
scarcely waned before the whirr of another pro- 
peller attracted attention. It was Weymann 
tH. Farman), who left Chalons shortly after 
Latham. Both landed at Issy les Moulineaux. 


Aug. 5. — (ieo. Chavez at Blackpool meet, Eng- 
land, went up to 5,756 ft. in his Bleriot. On the 
same day, at Mourmelon, France, Weymann (II. 
Farman 1 tried to beat Brookin's record but came 
down after getting up to 4,100 ft. 


Aug. 1. — "Mme. Francke." while flying an H. 
Farman at Boldon, England, hit a flag pole with 
one of the wings of the aeroplane, turning the 
machine over. A boy was struck by the engine 
and killed. Mme. Franck suffered a fractured leg 
and some cuts. 


Aug. 1. — Henry Farman carried three passengers 
at Mourmelon tor 1 hour 4 minutes, the total 
weight carried including gas, oil and passengers 
was 627 pounds. 

On the same day, at Douai, De Baeder carried 
three passengers on a Bregi biplane. Total weight 
carried was 708 pounds. 


.luly 27. — German airship "(iross III" makes 
trip of 170 miles in night ascent lasting 7 hours 
50 minutes. Berlin over various cities to Gotha. 
Keturn was made on the ;;oth. trip lasting VtY. 


.luly 27. — Ueports from Italy State that two 
Swiss aviators flew up a mountain which is said 
to be 8,475 ft. above sea level, circling above the 
|)eak and returning safely. 

.luly 0. — Maurice Tabuteau (Maurice Farman) 
llew .'1 lioiirs :;5 minutes at Buc. 



September, ipio 


July 13. — Cliampel (Voisin) flew from Juvisy to 
Paris to Sartroville, 50 kil., in 45 minutes. 

July 14. — G. Busson (Blerioti Juvisy-Paris-Baga- 
telle and return without stop. 

The Aero Club of Fiauce has issued to date 150 
aviation pilot certificates. 

(iermany is organizing a city-to-city race, Frank- 
fort — Wiesbaden — Mayeuce — Maunlieim, with prizes 
of 41,000 marks. 

Postscript, Aug. 17. — John B. Moissant, of Chica;;o rtying a Bleriot Monoplane and carrying: a mechanic with him 
flew from Paris to Amiens and thence across to England in an attempt to fly to London. He laiuled near Dover. 




Next the last day of the Brussels meet, July 23- 
August 4, was marred by the fatal accident to 
Nicholas Kinet when, on August 3, he was caught 
in a squall in his II. Farman biplane and dashed 
to the ground. Kinet and Olieslagers were tied 
for the totalization prize with 10 hours 1 minute. 
The longest single flight was made by Jean Olies- 
lagers on Aug. 3. 219.8 kil. I'rize money totaled 
.t^L'T.tioO. cash and trophies. 


On Julv .".0 Olieslagers broke the French height 
record, being credited with l,4(;(ii m. (4,788 ft.). 
The barograph showed 5,084 ft. On August 1, 
.lules TvcU (II. Farman) went up to 4,834, otHcial- 
ly, tluiugh he claimed G,641 ft. 

Caen Meeting. 

With prizes totaling .$0,700, Caen meeting, July 
27 to August 2, Bleriot machines won $3,200 and 
Hanriot $2,600, balance divided between six others. 
Longest single flight was on July 30. by Paillette 
(Sommer) 3:13:50. On August 2, Morane (Bler- 
ioti won height prize with 4,100 ft. Hanriot 
(Ilnnrioti won total distance prize with 9:57:56. 

Bournemouth (Eng.) Meet. 

July 10. — Fifteen fliers at Bournemouth meet, 
July 11-1(>: $40,000 in prizes, .\mong other con- 
tests, L. F Morane (Bleriot) won the fastest lap 
prize at a speed of 50.64 miles per hour, while liis 
time for 5 laps was 55.9 miles per hour. Hon. C. 
S. Rolls (Wright) won the slow speed test at 
25.33 miles per hour. Morane also won altitude 
prize, going up to 4.107 ft. The longest single 
flight was 90 miles Ijy Grahame White (Farman) at 
a speed of 35.2 miles per hour. In the weight 
cariying contest White was best with 425 pounds, 
including pilot. In alighting White was first, stop- 
ping within 7 ft. of the mark. The Bleriot ma- 
chines had two sets of wings, one for lifting and 
on<' for speed J. A. Drexel and W. E. McArdle, 
who liave a flying school at Beaulieu, flew their 
Bleriots to the meet and back again at its con- 
clusion. On the return Drexel carried a passenger 
homo with him. the trip lasting 38 minutes. 

At the Lanark. Scotland, meet, August 6-13, the 
prizes totaled $40,000. 

Rheims' Meet. 


July 10. — liheims meet closed after 7 days of 
flying'. Of the 72 entered 40 comDetitors actually 
flew a total distance of 8,500 miles and $38,000 
distributed in prizes. 

The lono-est distance flown by one make of ma- 
chine, 2.001 kil., by the Antoinette. 

The best total distance hy "le man was 1,093 
kil. in 19 Vi hours, by 01iesli-..,^.-s (Bleriot). 

Longest sinsle flight. 392.75 kil.. 5rs. 3 min. 
5 1/5 sec, l)y Olieslagers (244.04 miles). 

In Gordon Bennett elimination race to select 
French contestants, over 100 kil. course. L'' Blanc 
(Bleriot) 1st in 1:19:13 3/5: 2nd. Latham (An- 
toinette) in 1:24:58 3/5; 3rd, Labouchere (,\n- 
toinette) 1 :25 :24. 

The following new world's records were estab- 
lished : 

Distance and Duration. — 392.75 kil. (244.04 \ 
miles) in 5 hr. 3 min. 5 1/5 sec, by Olieslagers ' 

Speed (trcr Ceriuin Distances. — 5 kil., Morane 
(Bleriot), 3 min. 14 3/5 sec; 10 kil., JNIorane, 5 
min. 42 :j/5 sec. ; 20 kil., Morane, 12 min. 45 3/5 
sec; 30 kil., Olieslaegers (Bleriot), 23 min. 31 
sec: 40 kil., Olieslaegers, 30 min. 11 sec; 50 kil.. 
Leblanc (Bleriot), 37 min. 50 3/5 sec; tiil^kil., 
Leblaiui._jl5min. 28 -S/^ sec ; 70 kil., Leblauc, 53 
min. 32 4/0 sec.'; SO kil., Leblanc, 1 hr. 2 min. 
22 3/5 sec. ; 90 kil., Leblanc, 1 hr. 11 min. 15 2/5 
sec; 100 kil., Leblanc, 1 hr. 16 min. 11 sec; 150 
kil., Olieslaegers, 2 hr. 3 min 49 1/5 sec; 200 
kil., Latliam (Antoinette), 2 hr. 40 min., 2 sec; 
250 kil., Olieslaegers, 3 hr. 34 min. 53 4/5 sec 

Distance for Certain Period. — In % hr., Leblanc 
(20 kil.) ; in. % hr., Leblanc (40 Ifttr) ; in 1 hr., 
Leblanc (80 kil.); in 2 hrs., Olieslaegers (145. il.) | 
in 3 hrs., Latham (215 kil.) .' 

Speed With One Passenger. — 10 kil. : Ladougne i 
(Goupvl. 8 min. 14 2/5 sec; Aubrun (Bleriot) : / 
20 kil., 19 min. 39 1/5 sec. ; 30i kil., 29 min. 10 sec. ; 
40 kil., 38 min. 51 sec. ; 50 kil., 48 min. 28 sec. ; 
60 kil., 57 min. 58 2/5 sec. ; 70i kil., 1 hr. 7 min. 

31 1/5 sec. ; 80 kil., 1 hr. 16 min. 59 2/5 sec. ; 90 
kil., 1 hr. 26 min. 33 sec. ; 100 kil., 1 hr. 36 min. 
6 see. 

Distance With One Passenger. — Aubrun, 137.125 kil. 
Duration With One Passenger. — Aubrun, 2 hrs<— 

9 min. 7 4/5 sec. 

Speed With Tico Passenqers. — Mamet (Bleriot) : 

10 kil., 10 min. 18 4/5 sec; 20 kil.. 21 min. 14 
sec. ; 30 kil., 31 man. 53 1/5 sec ; 40 kil., 

32 2/5 sec. ; 50 kil., 52 min. 36 1/5 sec. 
1 hr. 3 min 20 3/5 sec; 70 kil., 1 hr. 14 min. 
36 3/5 sec. ; 80 kil., 1 hr. 23 min. 33 sec. ; 90' kil., 
1 hr. 36 min. 4 sec. 

Greatest Distance With Tiro Passengers. — Ma- 
met, 92.75 kil. 

Arerage Speed per Hour. — 106.508 kil. (66.18 
nMles), Morane (Bleriot) with 100 horse-power, 
14-cyl. Gnome engine. 

The Lel)lanc Bleriot has 100 horse-power Gnome 
engine while the Antoinettes are of 50 horse power. 
The Olieslagers Bleriot was of 50' horse power 
and the Morane Bleriot, lOO' horse-power Gnome. 

42 min. 
60 kil., 

.\nthony Castellane, the "loop-the-gap" bicyclist, 
has arranged to fly a Farman-type machine for 
Fred Shneider. and is now at Seabright. X. J., 
practicing. The Elbridge engine gave 190 lbs. 
thrust at 980 r. p. m. 

Some propeller tests at Mineola recently 
no 300 lbs. on Harmon's 50 h. p. Gnome- 
Farman. and 300' lbs. with the EIbridge-40i 
Seymour's Curtiss. The propellers were 


on .Toe 


Notes on Propeller Design and Construction 
By Spencer Heath 



September, 19 lO 





Lowell, Mass., July 14. — Chas. J. Glldden. pilot. 
Col. \\. M. Buntinj? and Clias. A. West in the 
■■Massachusetts" to I'elham. X. H. Distance, 8 
miles: duration. 1 hour; altitude, 3,300 ft. 


^Hamilton. O.. .Julj- 18. — W. C. Collins and 
George Howard in the '■Drifter'" to Mt. I'leasant, 

11 miles south of Anna. 111., the following day. 
It was planned to break the U. S. duration record. 
Duration. 10'/, hours; distance. 295 miles. 

I'ittsiield. July 19.— N. H. Arnold, pilot. F. S. 
Iloppin and George Von Utassy in the ■"Spring- 
field." landing at Lenox. Duration 2 hours and 
40 minutes ; distance, 6 miles. 


*I'oint Breeze. Phila.. .Tulv 20. — Dr. Thomas E. 
Eldridge. pilot. F. S. Underbill and A. B. Under- 
bill in the '■Philadelphia II" to 2 miles north of 
Pascoag, R. I. Distance, 231.12.5 miles; duration, 

12 hours 5 minutes; altitude, 10i.55O feet. Of Dr. 
Bldridge"s 19 trips, he says, this was the best 
of all. The beauties of the scenery were inde- 
scribable. For 0% hours during the night of the 
20th only l^A bags of ballast were used to keep 
the balloon at an average altitude of 1,100 to 
1.400 ft. During the trip the states of Pennsyl- 
vania, New York. New Jersey, Connecticut, Massa- 
chussetts and Rhode Island were sailed over in 
this record ascent from Philadelphia. 

St. Louis, July 24. — Andrew Drew, qualifying 
as pilot in the "Jlissouri" to Collinsville, 111., 
going the 19 miles in 25 minutes. 

Jackson, Mich.. July 29. — N. II. Arnold, pilot, 
and ly. E. Ilavden. 

Jackson. Mich.. July 26. — N. II. Arnold, pilot, 
II. W. Alden and Burns Henry. Distance, 4 miles ; 
duration, 3 hours; altitude, 4.000 feet. 

Jackson. Mich., July 27. — N. II. Arnold, pilot, 
W. W. Clarke and Frederick Lewis in the "Mich. 
Xii. 1."" Ihc new balloon of the A. C. of Michigan. 

*rittsli('ld. July 27. 1910. — W. H. Van Sleet, 
jiilol. and .\l(on Farrel. in the "Springfield," land- 
ing at \Vickford. R. I. Distance. 107 miles; dura- 
tion. 5 hours and 15 minutes 


* Hamilton. O.. .July 28. — W. C. Collins, George 
Howard and Jean Arent in the "Drifter" to 4 
miles west of Marion, O.. on the 29th. Duration. 
14 hours 25 minutes ; altitude, 8.000 feet ; distance, 
about 115 miles. 


*Canton. O.. July 30. — J. H. Wade. Jr.. \. Leo 
St(>vens and Jack .Mien in the new Wade balloon 
"Buckeye"' to 6 miles west of Denver, W. Va. 
Denver not on the atlas. Distance to county seat 
of Preston county is 132 miles. 

Jackson. ^Mich., Aug. 1. — Mr. and Mrs. Wed- 
worth Clarke up in the "Michigan." 

Pittsfield. .\ug. 3. — Wm. Van Sleet. Dilot. W. M. 
ReminQton and S. IT. Hancock in the ' Snringfield."" 
to Grafton, X. Y. Distance, about 35 miles ; dura- 
tion. 2 hours 40 minutes. 


*I'(iint Breeze. Aug. 3. — Dr. Thomas E. Eldrid're. 
pilot, and Welsh Strawbridge left at 9:28 P. M.. 
in the '-Philadelphia II" to 2i/4 miles north of 
Danluiry. X. II.. landing at 8:30 A. M. the follow- 
iu'.: morning. After being in the air two minutes 
over 11 hours, covering a distance of 303.8 miles. 


'■■Lowell. lyiass.. Ausr. 10. — J 
Walter Flagg in the "Boston 
X. II. Distance, 107 miles 
45 minutes. 

IMttsfield. May 20. — Wm 
Messrs. Hunter and Smith. 
"Massachusetts." to Cheshire 
miles: duration. ."'.0 minutes. 

Pittsfield. June 5. — Wm. Van Sleet, pilot, J. B. 
Benton and a Mr Parker, in the "Massachusetts. " 
to Bennington. \X. Distance, 31 miles; duration, 
hours. 53 minutes. 

B. Benton and J. 
to Xorth Haverhill, 
duration, 5 hours 

Van Sleet, pilot, 
passengers, in the 
Mass. Distance. 1 1 

The Pittsburgr Aero Club has been formed at 
Pittsburg, Pa., with tlie following offlcers: "\V. 
L. Smith, president; George H. Flinn, first vice- 
president; S. A. Pickering, second vice-presi- 
dent; C A. Painter, third vice-president; J. A. 
Glesenkamp, fourth vice-president; H. P. Haas, 
secretary, and F. IT. Richards, treasurer. 

The Junior Aero Club of the Omaha Y. M. 
C. A. is encouraging model building. Eacli 
member is now building a model for a contest 
to be held during the aviation meet at Omaha 
July 23-27. A prize of $25 for first and $15 
for second, with Glenn Curtiss as judge, is 
offered. The boys are given practical instrvic- 
tion in the building of models and the general 
principles of aviation, together with a detailed 
description of the leading models used to-day 
for flying. Sergeant C. F. Adams of Fort 
Omaha is instructor. 

The Aeronautical Society was addressed by ]\I. 
E. de .laniy on the sul).iect of ''Aviatioa Motors" 
on July 28. On .\ugust 11, the following sub- 
ject was discussed by ^lessrs. J. Bernard Walker, 
editor of the Srieiiliftc Amerkan. Walter L. Fair- 
child. Rex. C. Noi-wood and Wilbur R. Kimball : 
"Cautionary Methods in the Trying Out of New 

The Aero Club of Blackstone Hill, Oakland, 

Cal.. is another l)oys' ehib. though little has been 
heard in the East of it. It was formed about two 
years ago with W. R. Davis. Jr., of 474 Prospect 
St., as president, and W. Moller. as treasurer. It 
has devoted its efforts mostly to models and 

The Aero Club of New Eng^land has sold its 
56,000 cu. ft. balloon "^lassachusetts." and will 
bu.v a rubl)er racing balloon of 80,000 cu. ft. 

The Aero and Motor Club, of Asbury Park, 
has been foruu'd to "promote aviation and mo- 
toring and to conduct exhiliitions in these sports," 
with a capital stock of .$25,000. 

The National Council of the Aero Club of 
America has established its headquarters iji the 
Engineers' Building. Xo. 29 West 39th St.. Now 
York Cit.v, and members will always find a wel- 
come in room 918 at the above address where 
there is an office staff always in attendance dur- 
ing regular business hours. 

It is proposed to keen on file all publications 
of interest to the members of the Council and 
Secretaries of the various organizations are re- 
nuested to send such publications as will be of 
interest in this connection. 

,\t a luncheon arranged Iiy Clifford B. Harmon 
and Gaae E. Tarbell. before the latter"s falling-out 
with the -Vero Club, at which affair a number of 
members of the Club and the .Veronautical Society 
were present, it was decided to ask both organ- 
izations to appoint a representative to meet and 
endeavor to arrive at an vniderstanding with re- 
sard to the friction which the Club insists exists 
between it. as parent, and the Society, as offsprintr. 
It was suggested at the luncheon that the ri^pre- 
sentatives be Mr. Harmon for the Clul) and Hudson 
Mavim for the Society. The Club, however, ap- 
pointed W. W. Millei-. an attorney, and the Society 
deli>gated Thomas .V. Hill, also a lawyer and a 
"rank insurgent" in the Club. jSIr. Harmon was 
thought l)y the Club not to be eligible to the honor, 
as he is also a member of the Societ.v. though sort 
of a non-resident. Xo conference has been held, no 
ofhcinl cemmunications have passed, and the idea 
is thought to have succumbed to dry rot. 

Whnt lias become of the Aero Club of Phila- 
delphia? Letters addressed to them are re- 
turned by the post office. The same is true 
of the Aero Club of the Northwest, St. Paul. 



September, igio 

250 West 54th Street 
New York 

Cable: Aeronautic, New York 
'Phone 4833 Columbus 



A. V. JONES, Pres't — — E. L. JONES, Treas'r-Sec'y 

subscription rates 
United States. $3.00 Foreign. $3.50 



116 Nassau Street New York City 

No. 38 SEPTEMBER, 1910 Vol. 7, No. 3 

copyright, 1910. AERONAUTICS PRESS. INC. 

Entered as second-class matter September 22, 1908, at the Postofflce 
New York, under the Act of March 3, 1879. 

^ AERONAUTICS is issued on ttie 20tti of each montti 
^^ All copy must be received by the lOlh. Acvertis- 
ing pages close on the l5th. :: :: :: :: :: :: 

f\ Make all checks or money orders free of exchange 
^^ and payable to AERONAUTICS. Do not send 
currency. No foreign stamps accepted. :: :: :: 

New Advertisers. 

Each month marks the entranre into rlir aero 
fieUl of well-known concerns who are taking; up 
the new Industry, or entirely new houses who see 
opportunities in various liranchcs of aeronautics. 
Amon.a- these new adviMtisi'rs this month may ln' 
noted : 

Tincr Cycle Works. 

Ilall-Scott Motor Car Co. 

.\. .T. Myers. 

Lincoln Stpiare Novelty Works. 

White .\ero)ilane Co. 

<}. II. Loose. 

Barl)erton .Vviation Co. 

JMichigan Airship Co. 

II. M: II. Mills. 

Hopkins 6c I)e Kllduchevsky. 

International Aeroplane Supply Co. 

C. .\. Coffin. 

A. F. Smith. 

W. V. Yonngs & Bro. 

M. Magee & Son. 

R. O. Ruhel. .Tr., & Co. 

<T. IL Curtiss. 

Corrected Figures New York-Philadelphia 

T'nfortunately for the standing of one of the 
first great cross-country flights in tlie States, that 
of Charles K. Hamilton from Governor's Island 
to Philadelphia and return, it seems evident that 
the official timers employed by the Xew York 
Times have made an error on the return portion 
from South Amhoy to Governor's Island. The 
distances which were given out by that iiaper 
were far from correct, as we mentioned at the 

T'sing the flying time of the Times, Hamilton 
made *57.0fi miles per hour from South Amboy 
to Govei-nor's Island, doing the distance of 2'l.lOTt 
miles in 2.'> minutes. Xo doubt this time should 
have been :!.'{ minutes, a speed of 40.10 m. ji. h. 
In view of the speed made going to I'hiladi'liihia. 
without stop, when everytbin.g was working well. 
4.". 20 m. p. h.. it does not seem prolinble that the 
great increase was made on the second half of the 
return .iourney, when the engine was even miss- 
ing fire. 

It is not intended to detract one iota from the 
achievement. l)ut merely to follow out our inten- 
tion of having nothing in the magazine but that 
which is accurate, when accuracy is possible to be 
attained. . 


Following are the r.rai-l distances, computed liv 
Mr. Williams Welch, chief draftsman, office of the 
chief signal officer, V. S. A., and the newspaper 
figures on the time. \o accurate time was officially 
taken by any aero organization : 

Governor's Island to I'hiladeljihia, 74. .".14 miles, 
10.3 minutes. 

Philadelphia to South Amboy. .">:!. 125 miles, M 

South .\ml)oy to Governor's Island. 22.1 0.") 
2." minutes. 

.\verage speed to Philadelphia, 4M.20 m. ji 

Average speed to South .Vmlioy. 30.?,.5 m. ii 

.\verage speed to Go\-ernor's Island. *.">7 
p, h. 

Total distance flown. 140. ."144 miles. 


.\VI.\TI().\ K\(;iXK FOR S.VLF (H'K'K- -•'!»' 
h. p.. four-cylinder, equipped with Bosch Mai:- 
ni'to and Laminated True Screw Propeller: 200 
!l)s. thrust ; engine weighs 107 lbs. Whole •outfit 
.iust new from factory. Will sell for half price 
or will exchange for 50' h. p. motor, Al condition. 
Reason for change, want more power. 


Norwich, Conn. 

FOR S.M.F — Curtiss 7 h. p. motor, comijlete. 
wilh propeller and all attachments. Price ,$200. C. 
.1. W. Roshon. 10 N. Third St., Ilarrisburg. Pa. 

FOR SALE — Motor. 50 h. ]>., 2 cyl. "Y." com- 
iih'te, ready for running. Brand new. .ttl.OOO. 
X. G. IL, care Aeronaitics. 

-M'TOMOBILE^ — Cameron 1010 runabout, 4 cyl.. 
24 h. p., air-cooled, Splitdorf magneto. I'rest-(>- 
Lite tank, pressure oil resei-ve. Warner Speedo- 
meter. Tires new: run l.,SO() miles. Perfect con- 
dition. Demonstration. Speed 45 m. p. h. ;Motor 
can be bored for auxiliary exhaust and used in 
aeroplane. Duplicate has flown an aeroplane. 
Price .fiSOO'. X. Aeroxautics. 

EXCHAXtJE — What have you to exchange for 
a fine two-passenger gas balloon, good as new, 
fully e(|uippedV Address E. Brown. Peoria. 111. 

POSITIOX WAXTED with a firm building, or 
parties about to organize a company to build, 
aeroplanes. Advertiser, the desi.gner of a prac- 
tical monoplane, is a man of wide exi)erience in the 
designing and building of automatic machinery, 
etc., and the handling of mechanics. Inventive, 
resourceful. Five years' study of aviation. C. 
Hustler, care Aeuoxaui'ics. 

FOR SALE — At a sacrifice. Bleriot Monoplane, 
cross-channel type, made by Bleriot. recently im- 
ported from France. Anzani motor. E. M. W.. 
care of Aeronautics. 

TYPEWRITERS. — All makes. Caligraphs .>|;t>.00 : 
Hammond. Densmore .*10.00: Remington .$12.00: 
Oliver .$24.00': Fndervvood $:!0.00. 15 days' free 
trial and vear's guarantee. Harlem Tvpewriter 
Exchange. Dept.. F. IS. 217 West 125th St.. Xew 
York City. 

AFROI'LAXE — Position wanted 1)y woodworker 
and mechanic experienced in aeroplane and gas 
engine work. D.VYIS, care of Aeronautics. 

NO INFRINtJEMEXT— I am patenting design 
of aeroiilanes, with no vertical rudder, which 
does not conflict with Wriuht patent. Need mod- 
erate capital to build. EX PERIEXCED. care of 


',5.0()O-ft. balloon 
lud instruments. 

in fine shape. Full eonipnu'ut 
Cost S;750. What will vou pay or trade? 

FOR SALE — One cubic foot balloon, 
holder of world's si)eed record. .\lso one 40.000 
cubic foot balloon com))lete. Make offer. C. A. 
Coey. 1710 Indiana avenue. Chicago. 

F.\RM.VN .\FjROPLANE — For sale cheap. The 
identical Fannan aeroiilane which won endurance 
ori'/e a I Rh<'ims. I-"rance, fi>r flight of over three 
hours. .Xew power .>iant. .1. W. CPRZOX, Haw- 
thorne. Aerodrome. Hawthorne, 111. 



Septciuhcr, iqto 

80,000 Foot Racing Balloon I 






==^= IN STOCK ^==^^^=^ 
ONE OF 10,000 FEET 

Write quick and get in the big races this Season — 
both National and International, and others :: :: 

■•■>- ^•■-ai***«r«»— 


H. E. HONEYWELL, Director 

Largest in America — testing with Air 

Our Balloons have won every contest against all makes — here they are: 

CHICAGO — 9 Competitors — Won both Distance and Endurance 

trophies by a big margin. 
INDIANAPOLIS — 6 Competitors, 1st and 3rd prizes. 
PEORIA~3 Competitors, 1st Prize. 
ST. LOUIS— 9 Competitors, 1st, 2nd and 4th Money. 


How we do it : by using the very best material in the country ; building on safe, 4. 
practical lines, with good workmanship. i| 



4460 Chouteau Avenue, 

St. Louis, U. S. A. 

i'4"i"i*4"i*4*4*4*4*4*4*4"i*4"i*4*4"i'4"i*4"i"i"i"i*4"i**i' ]>4'4"'}'4*4*4'4*4*4'^4'4*4'4"{'4"i'^4*4'4*4*4"l*4**{"l*4"i*4*4 

/;/ ai'sweriny adfcrliscincuts l^lcasc iiiciitioii tins inagacine. 


September, ip 














I 1 he Call Aviation hngine 

I ^^^==^^^^ IS ^^^^^=^^^= 

T 1st. .4 Four Cycle Engine. Tlie type used on 09% of all automobiles and motorcyles. The 

T type used by all prominent aviators here and abroad, and holding all aviation records. 

T -^nd. ,-1 Water Caoled Engine. Tlie only kind that can be dependi-d upon for extended runs 

^ without danger of overheating. Our spiral water jacket, together with piston pump circulation is 

■!• the most perfect cooling sys em yet devised. 

i|i 3rd. An Oiipo.scd Vylinder Engine. The construction I'onceded by gas engine authorities to 

the tlie ne;»rest vihrationless type. By all odds the construction best adapted for aviation |)urpo«es. 
till. -4 Silent Engine. The only engine yet designed for aviation having both main and 
auxiliary ports silenced. Hence the only aviation engine adapted for permanent use, or for other 
than merely exhibition purposes. 

fitli. A "Fool-Proof" Engine. The utmost simplicity of construction, small number of 
cvUnders, together with its being of the usual Four Cycle type, enables any automobile chauffeur to 
sjt and run it, not one in fifty of whom have any experience with Two Cycle, Revolving Cylinder, 
or V-sha|)ed mult'ple cylinder engines. 

tith. .4 Thoroughly Dependable Engine. Our Magnalium outer casing for cylinders and 
cvliiider he ids permits of a remarkably strong construction with minimum weight : while our Vana- 
dium (Ircy Iron Cylinder and cylinder lu'ad linings, piston heads, valve cages, valve seats, etc., is the 
only dependable nnti-rial for these parts. 

7tli. ,1 Superbly Heantifnl Engine. The entire dc^ign is thoroughly artistic; while all ex- 
posed puts not constiucted of Magiidium— a shining non-con odible metal — -are nickel plated, the 
whole surface being polislied to a mirror finish. 

stli. ,4 PhenonieiKdly Pon-crfnl Engine. This result is secured by the use of a comparatively 
small number of cylinders of generous projiortions, as distinguished from a multiplicity of cylinders 
with their numerous parts and beirings. and consequent friction, and liabdity to derangement. 

9t!i. ,4)! E.vceptioruilly Economical Engine. It is a matter of common notoriety among gas 
engineers that economy of fuel, as comp ired with power developed, is secured by large cylinders, 
few in number, rather than by a multiplicity of small cylinders— a consideration of paramount im- 
portance in aviation. 

lOth. .4 Moderate Priced Engine. Wliile the material and workmanship of this engine is even 
superior to the very expensive foreign makes, and not to be classed wiili the cheaj) engines flooding 
the market, yet our aim has been to furnish avi itors with a moderate firitcd engine, cheaper than 
could be produced by themselves, except in large numbers, and with an cxpiiisive shop and foundry 

Other Aviation Engines possess a few of these advantages. This is the only engine that combines them all. 
MODEL E-1 : Two Cylinder; 50 Horsepower, weight, 150 lbs. - Price $1,000 
MODEL E-2: Four Cylinder; 100 Horsepower, weight, 250 lbs. - Price $1,700 

Prices include complete equipment, NO EXTRAS 

Delivery 30 das: Terms, 35 V Cash, with order; Balance sight draft against Bill of Lading 

WRITE for particulars and price of our REVERSIBLE AERIAL PROPELLER 

Also of our COMBINATION RADIATOR AND HEATER, constructed of aluminum tubing. Utilize 

the heat of your engine for the comfort of your passengers. Weight, 1 olbs. per gallon of jacket water. 



In answering advertisements please mention this maga::ine. 


September, igio 








Dirigible Balloons and High Speed Motor Boats 



and thereby avoid the unnecessaiy exiienses, accidents and barriers to success 
that naturally follow in the wake in the purchasinjj- of an untried product. 


^T More and more we realize this as brilliant success, and brilliant failure 
^^too, are recorded. It is to the engine we must pin our faith to brid<>e 
that distance between us and a complete mastery of the air. To all who 
are puttin<)- forward a strenuous effort to achieve this end, a RIXEK motor 
will prove of invaluable assistance. Tliey are the liohtest, practicable, 
water-cooled aviation enoines yet i)roduced, and run with faultless j^recision. 


60 H. P., Eight 
mounted "V" 
shape with a 
90° relation to 
each other. 
Weight, 278 
lbs. complete. 


80 H.P., Four 
mounted ver- 
tically on a 
common crank 

Weight, ISO 
lbs. complete. 

Favored exclusively by the experimenter in the science 
of flight, as they insure to him the maximum of safety 






In answering advettisemenis please mention this magazine. 


September, igi 



Curtiss Finds the Quality of Oil 

Supplied in Philadelphia forced 

the Flier to Descend. 


Moot Points In Aviation Cleared 
and AerlalTravel Thus Made 
Less Hazardous. 

Glenn H. CurtJss, who was a m.ike 
'jlcycle cngrlnes before ho wad 
■>ked over Charles K. Ha 
'^'iterday and found 
ought the flying 
^lle wJnglng 
New Tork^ 

through. Had It 
lid have released 
;r's ilexi'olv; scat, 
impossible ever 
ice a .side'svise wimi 
gliding off on a 

ind again when ho 
ind was that liis 
ibbed againsi; a brace on ac- 
ine's vibration, and had 
side, thus dropping his 
ipty " when he still had a 


.-ernors Island, 
the aviation 
l-kes. Only the night b€fore^d|§flJt)ped 
'wire on. one 

Jking another chance , of spinning' safe- 
through them iiex-t morning he 

As to his second accident on "the lon| 
flight, Hamilton's mechanic had seen theS 
can of light oil that a Pliiladelphla con-fl 
cern had supplied Instead of the brandS 
ordered, and had refused to accept it. Al 
Ti.MEg representative promptly dispatched 
a fast automobile for a can of the proper 
brand. Ten minutes before the. auto- 
mobile was due to return light, rain be- 
gan to fall and storm clouds appeared i 
in the west. Hamilton looked them over;! 
he had set his heart on winning the] 
round trip flight from New York and 
back, and realized that every minutf- 
counted. He wasnit willing to await fairj 
weather and exactly the right oil, so he' 
relzed tho can himself, filled his tank.j 
and In a ininutt- or two more was 
■jie air and off. 


A Grade For Each Type or Motor 

Arc You Using the Right 
Oil on Your Car? 

The most important thing left en- 
tirely to the judgment of the owner in 
the operation of his automobile oraero- 
plane is the selection of a lubricant. 

The discriminating carowner selects 
the grade of Mobiloil .specially .suited 
to his type of motor. Is it not signif- 
icant that aviators generally, in this 
country and Europe, use Mobiloil 

To prevent substitutions see that cans are sealed. 


Rochester, U.S.A. 

Vacuum Oil Company r 
29 Broadway, 

Ben York City. 

Bear Sirs: 

I am pleased to report the success we 
have met with In the use of "Mobiloil" in 
lubricating the engines in our aeroplanes, 
and to say that It maintained Its reputa- 
tion in ray Albany-Hew York flight.. 

Very truly yours, 
June 6. 1910. 


Vol. VII 

OCTOBER, 1910 

No. 4 


PRICE 25 CENTS^^C^^^X//) 

39th ISSUE 


lily Ania't'"'' I 
Five MiniitP*- 




AVOID HITTIfifr spectators! ^^ouZt/^'^^ ^etk 

»ioior jonn j. r nsDie i^ompeiiea to tut Short " ■" '^'Plane / 
Succe^ful Flight in Rochester Because 1 "^^ fe... ^ " ^f' 





of Crowds at Landing Place. [l''^'^"#f'|?^^?:;i:™ f>?^,» ^"^ ^Uah, / '^"^^»^'-<,'*''5* 

iclbi-ib^e Engine (ilompaiiu •^ 


E,UblU«» "' I 

Cii.'S Fcrfeclly in Ic 
Al Bench CarriD. 

Monday toy avi 



; 'jUyUCH CLUB'S liK-Jis^^?^ 

r J MR. FllSBlES FLIGHT. \j 

>i<^ winiu u u^Yitr ^i/tj.. UtiJ^ 


AERONAUTICS October, igi 


* ^J ^J •^ T T T^ jyr It is easy to fly with the 
J K i\.V^ V HjI^ right power, because 
J novices have flown successfully with 

. . in . . . 

I Harriman Engines 

first attempts 

T 30 H. P. Harriman Engine in Action at Mineola ^ 

* 1 

* ^T If you are out to fly, equip your aeroplane with an j 

* ^i, HF Flying Power Plant and success is assured j 

t 30 H.P. 50 H.P. j 

* Complete Power Plant 3SL Complete Power Plant ^ 
I Price, $1250.00 Price, $1675.00 ^ 

I 1911 Models Now Ready For Deliver)^ l 

*** • 

4> — : — -i 

i|i NOTE : Mr. Geo. Russell in his endeavors to fly at the Richmond County Fair, Siaten Island, did not use a Harriman engine 4 

I Harriman Motor Works, So. Glastonbury, Conn, i 

X •* 

III aiis'iccriiig advertisements please incutiou fliis iitagasiiie. 





It ^2Le^ ^'^ 
7 VNrwU/\(i ^ / '''*■. 

^ - .^i^*'*^ ?*<«*«** 



^"^^^ hJi^t Aju^U-^^ <^-'>-C^^^lA^^ CL^ 


<1 "*— ^ 

/^-^Ci. ^ 


/ '^i '-^ 



■Q — "^.^ 

/(j^yCLA^\A C--^^-^ 







October, igio 

Cheapest Speed Indicator 

is relative. First cost means little. It's the years of satisfactory service that deter- 
alue. Here the Warner Auto-Meter stands supreme — without a rival. It is so 
construction that it remains absolutely accurate, dependable and reliable for years 
ditions which would ruin a $-250 chronometer in 
. Auto-Meters over S years old are as accurate- 
- as when new. We never yet have seen a 
f Auto-Meter. Other speed indicators become 
in a short time, and must be replaced every 
months, yet they cost almost as much at^r«<as 

er Auto -Meter 

IS so much to do with satisfaction and the pleasure that 
■t that even the owner of a moderate priced car should 
arner Auto-Meter. Ifs good business judgment to 

Instrument Company, 

1020 Wheeler Ave. 


LJgewood Ave. Denver, l7l8 Broadway 

3oyl8ton St. Detroit, 870 Woodward Ave. 

Main St. Indianapolis.330-1 N. Illinois St 

Michigan Av. Kansas City, l6l3 Grand Ave. San Francisco, 36-38 Van Ness 

)7 Main St. Los Angeles, 748 S.Olive St. Seattle, 611 E. Pike St. [A 

)62 Euclid Ave. New York, l902 Broadway St. Louis. 3923 Olive St. 

Philadelphia. 302 N. Broad St 
Pittsburg, 5940 Kirkwood St. 
Portland, Ore., 14 N 7th St 

Other Models up to $145 


e Three-States Aero Show 

^ account of the postponement of the International 
Meet and the subsequent conflict of dates, the 
^EE-STATES AERO SHOW^, announced to be 
in Philadelphia, October 2 2nd- November 5th, will 
eld November 2nd- 12th, inclusive. 
As this is only ten days instead of two weeks, 
5S of floor space have been reduced 25^. Attractive 
iivisions can now be made and arrangements closed 
jhowing small exhibits at low prices. 

' For all information, address the Manager 

===== HENRY M. NEELY ======= 

Club of Pennsylvania, Betz Building, Philadelphia, Penn. 

In answi^ring advertisements tl-C^e meufkvi tJus magazine. 


October, igio 





Orifiiiial in every respect but embodyinjj- 
tlie best principles now used on all suc- 
cessful monoplanes. 

The Improved "Demoiselle^* 

A larger machine 

150 Pounds for 150 square feet 

— ^^^^^^^^ a 26-fool span -^^^^^^-^^^— 
Designed for 5 pounds per square foot 

No infringements — Keacly for Power Plant 


i ply laminated ribs Roebling- steel cable 

■^0" steel wheels Palmer tires 

f" steel axles liart£o*4-v!inTi??tr 

Only a Limited Number at this Price 

Send for c-irc-ular 

The G. H. Loose Monoplane Co. 



Immediate Delivery 
If Unsold: 



One 4-cyl. 40-60 H. F . Elbridge aero- 
plane motor coi nplete, new - - - $900. 

One 7-cyl. 30-40 H. P revolving motor 
complete, new ■-/-.-. 

One 8-cyl. 30-35 H. F . V/type motor 
complete, new ./...-.. 

One Biplane complete, less motor - 

One Monoplane, con^ >lete, less motor - - 500. 


On account of tire pr 'ssure of other business we 
liive discontinued the manufacture of aeroplanes. 
Tlie above pnces are fcay below cost to close out 
(luickly. If/tiiterestert, write at once. 

THE mm AUTOMOB\|.E CO., Indianapolis, Ind. 


For Aeroplanes 

+ Long Lengths of Selected Straight Grain 

t Spruce --Pines --Bass--Whitewood-- 

* White Cedar, Etc. 


J, Manufacturers Supplied 


+ First Ave. and 35th Street - New York 





:: The Cloth o£ the Hour t 

.. ♦♦♦»4»»»»»»>» MMMM »» M * .► 


^^ C (niaraiitet'cl proofed aoainst siiii, "/^ 
rain, and wind,, weighs (r^ o/. to 
tlu- y(L, ot) in. \vide. 

C, Tlie stroni»est,/lig(htest and most 
practical silW cloth in the niarktt. 

Especially adapted for Aeroplanes 
and Balloons. 

.1^ Prices and sani|)les on njiplication. "/^ 

Address: THE H. M. H. MILLS t 
Dept. A, - Room 608 
■^ 1 Union Sq., West, New York City -f 


<- Western Office: MOFFAT BUILDING 
Room 508 
Detroit, :: :: Michigan 1 

■♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦t»» » » > 

Aeronautical Cloth 

4" Manufactured Especially for % 

* —^—^— Aeroplanes ♦ 

T '»' 

4* 'h 

I Light, Strong * 

I Air -Tight and t 

I Moisture Proof j 

+ — — ♦ 

<• Samplet^ J3ata ««d- P«e«6— on Request + 

V "I* 

I The C. E. Conover Co. | 


J 101 Franklin St., New York ♦ 

/;; answering advcrtiseineiits please mention this magazine. 


October, I pro 

Curzon- Aviation Co., Inc. 


American Aviation Training School 



Curzon Ni>. \ Biulaiie, Speed Machine, - $3,500 
Cuizoii No. ,' Karman Type Aeroplane, |3,500 
Curzon Monoplane. - - - ' - 14.000 

All equipped with the Elbridge Featherweight Engines 

The French (Inonie iMi^'inc will be funii.shecl (or 

the additional sum of .|2,600 on machines 

only at this combined Ifeure 

You can witness demonstratimi flights of your 
machineof at least 5 miles bt-for^ accepting same. 

Free tuition to putchasers. / 

Only a Imiited nurtiber of njai-hines to he sold 
at the above Hgurcs, prices will advance shortly. 

America's First Aviation Training School 
Open to the Public 

Actual practice in the Art of Flying. 
Aviators* diplomas issued on qualifying-. 
Teclinical training; how\to build, lectures, 
etc., by Prof. Harrison, motor expert, 
master of mechanics and profound student 
of aviation for the past three years. 

Address all communirations to 

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To Aeroplane Meet Promoters 


was for the first time in America demonstrated as an attrac- 
tion at the Harvard-Boston Aero Meet. 
C There it was shown how easily a man could be sent 200 ft. 
in the air supported by from 6 to 15 enormous 18 ft. passen- 
ger carrying kites. 

CThe height to which he can go (up to 1,000 ft.) varies only 
with the w^ind velocity and nerve of the operator. 
C The Army officers present testified as to its great value for 
scouting purposes in war. 

C As this feature is at its best when the winds are so strong 
that the aeroplanes cannot fly, it is especially valuable as an 
attraction at Aeroplane Meets. 

SAMUEL F. PERKINS, no Tremont St., Boston, Mass. 

In answering adi'crtiseinents please mention this iiiaga:;ine. 



October, 1910 

In aiiszvering advertisemc'its please mention tliis magazine. 

AERONAUTICS October, 1910 


Some Noted Events and Thrilling Experi- 
ences in Balloon Voyages in All Parts 
of the World, Written Especially for 

By Rufus G. Wells 

I.\ 1870, aftiT winning a balloon race in Loudon 
with an English aeronaut, I went to I'aris to 
offer my services to the new Republic. There 
I was employed l)y the Defense Nationale to 
construct a balloou for taking (ieneral Bazainr 
with his officers out of Metz and carrying- them 
over the German army and landing them in France. 
From silk furnished by the government, I made a 
balloon two hundred feet in length. About thi' 
time that this was completed, the largest balloon 
at the time ever constructed, we were disai)i)ointed 
liy ihe surrender of Metz by General Bazaine. 

A most interesting e.\i)erience in my ballooninj; 
took i)lace (luring the >Vorld's Fair at Paris in 
1S81I. 1 madi' an ascension in company with Wil- 
liam .T. Hammer, electrical engineer and director 
of Thomas A. Edison's exhibit at the Exposition, 
and Dr. A. Lawrence Rotch, director of the Blue 
Hill Observatory at Boston. Many interesting ex- 
periments, both electrical and astronomical, were 
made on the voyage. The balloon was in the air 
about four hours, traveling on an average twenty 
miles an. hour. 

On one occasion I made an ascension from a 
beautiful garden in Copenhagen. I was carried by 
the wind over to Sweden and landed in the sea, 
where I was rescued by men in boats. 

On a visit to Italy I made an ascent at Milan 
during a festival. The balloon rose to the height 
of three miles, and I then made a descent in a 
parachute, to the grent astonishment of the multi- 
tndc. lieing the first (exhibition of the kind they 
had ever witnessed. 

From Italy I went to Constantinople, where 1 
madi' an ascent over city, obtaining a magnificent 
view of the palaces, temples and mosques. On my 
des -cnt I was well paid by the Sultan, who also 
gav(> me some rich and splendid gifts. 

On an extensive tour in India I made many as 
censions in the most celebrated cities — Bombay, 
Delhi, Agra, Lucknow and Calcutta. The Maha- 
rajah of Cochin gave me a bag of money and took 
a (iiamond ring from his finger and made me a 
pres(>nt of il. At Akyob, in Burmab, I made an 
ascension and was carried out over the sea. On 
being rescued by mcni In a boat and taken to land 
the people gathered around me, believing that one 
of their gods had appeared amongst them. 

I>uring a summer spent in the island of .Tava 
I made the first balloon ascension in Batavia that 
had ever been witnessed there. The balloon passed 
up through a cloud and the people thought it was 
the last they would ever see of me. I went off 
about lOO miles and landed on a rich tea and 
coffee estate, to the great astonishment of the 
natives at work there. 

In South .\merica I made ascensions at Lima. 
I'eru : at Kio .laneiro and at Buenos Aires. .Vt the 
latter placi^ I descended in the La Plata River. On 
throwing out Itallast the balloon rose so rapidly 
that the sun which had just gone down was seen 
rising about the horizon, in the west instead of 
the east. 

On different visits to Mexico I made sixty ascen- 
sions, and received full remuneration and utmost 
courtesy from the people wherever I went. I was 
the first aeronaut to make a parachute descent in 
rhiit country. 

*Kufus G. Wells, up to his death the oldest liv- 
ing .\merican aeronaut, di(>d on August ."^d at his 
home in St. Louis, aged 80 years, while sitting 
in his chair, stricken with apoplexy. An account 
of Mr. Wells' experiences in ballooning was writ- 
ten by him for .\eron'autics in the fall of lOO.S. 
His most interesting story will be found in this 

Rufus G. Weils 

It was my desire to cross the Atlantic with an 
immense airship seven thousand feet in length and 
two hundred feet in diameter, inflated with hot 
air, and enough fuel to burn and provisions to last 
on the way. not only to cross the ocean, but to 
go around the world with some brave companions. 
I ought to have carried out my project long ago, 
and to have l)een the first one to reach the North 
and South Poles with a gigantic dirigible. If 
wealthy men would assist, immense airships could 
be made to carry a hundred persons with safety to 
any part of the world. 

.\11 governments should use great airships in 
war and to visit all parts of the earth. I was 
very much pleased to carry the Stars and Stripes 
higher over Rome and other cities than any other 
person has ever waved them, 


The Pope and Governor of Rome said I must 
not wave our flag over Rome — but I did wave 
it in spite of them, and they said I could not 
make another ascent from Rome. 
iContin ued on page Ud) 



October, iQio 


By Spencer Heath, 


SOME remarkable results are lieing attained by 
tb(> American Propeller Co. from their 
"I'aragon" propellers, according to the re- 
port of the Emerson Engine Co.. of Alexan- 
dria, Va., which is putting a new 0-c,ylinder 
2-cycle aeronautical engine on the market. 

A "Paragon" propeller tested by them on one 
of their engines which they sold recently to 
Dr. W. W. Christmas of Washington, D. C. for 
his new biplane, lied Bird, now being experimented 
with at College Park, Md., gave the extraordinary 

thrust of 4.">(> pounds at a speed of I.IOO r.p.m. 
The propeller was designed specially for the par- 
ticular surface-weight ratio and other properties 
of the Christmas machine and the speed and 
power of the engine, the aim of the designers 
being to adapt tlie actual flying thrust of the 
propeller to the head resistance of the machine 
at its calculated speed of travel and that the 
propeller shall have the least disturbing effect 
upon the air wlien the engine is running at its 
most efficient speed of about 1,100 r.p.m. 

The propeller in question is 8 ft. in diameter, 
by a pitch varying from 4% ft. to 5 ft. at different 
parts of the blade. The material is all edge- 
grained white siiruce with five laminations in each 
blade, all ol' the pieces being spliced or scarfed 

together at the hub in the manner characteristic 
of the •'Paragon" propellers and all the glued 
joints throughout the blades being made doubly 
secure by numerous birch dowels regularly spaced. 
The hubs are faced with hard maple. The weight 
is 10% pounds. 

It might readily be assumed from the great 
standing thrust yielded by the "Paragon" pro- 
pelleis tliat they are designed particularly with 
this I'csult in view, but that is not the case, the 
standing thrust being merely incidental to 
desigTi for giving tlirust at speed. 

The main feature of the American Propeller 
Co.'s work is to furnish propellers designed in- 
telligently and scientifically for each individual 
case, believing that no standard design can be 
evolved while there is such wide diversity in 
tiying machine construction. This diversity is 
shown in the extreme variations in surface-weight 
ratio, from about two to perhaps six and one- 
half or seven jjounds per square foot of surface, 
to say nothing of the radical structural dissimi- 
larities in different successful machines. 

JCach prcncller is designed with three conditions 
in view : The most efflcieut running speed! of the 
engine, the speed through the air at which, with 
nroper pro])eller design the available power ought 
to carry the particular machine ; and the estimated 
head resistance at this speed. From this pre- 
liminary data is derived the winding or helical 
path to be traversed by every portion of the 
Itlade. and ever.v 6-in. section of the blade is de- 
signed with reference to the work it must do 
while traversing this path as an aeroplane (more 
properly "aerofoil") following a helical instead 
of a plane liorizon. Each different blade section is 
"iven a suitable form and angle of incidence to 
its horizon, according to its particular .speed, its 
necessary width and its relation to the other 
parts of the blade, and the entire number of sec- 
tions so determined are combined into a single 
blade having harmonious properties throughout. 
■I'bis method of design naturally results in a blade 
of variable pitch at different distances from the 
center. In the progress of every design this vari- 
able pitch and all the other important properties 
(if the blade, such as the gliding angles, co- 
etticienls of camlier, etc., for its different parts, 
ar(^ plotted in diagrams on special cross-section 

In determining the blade area the principal 
consideration is that it shall be sufficient to 
keep the percentage of "slip" within the limits 
of good practice at all points, and the width is 
ai)portioned in a manner to give a fair distribution 
(if work over the principal portions of the blade. 
The varying gliding angles are arranged to take 
advantage of the inflow of air from the periphery 
and give it a sternward flow with the smallest 
amount of disturbance. The co-efflcients of camber 
niercentasic of curvature) for the principal por- 
tion (if the blado are derived from a consideration 
(if the width, gliding angle and velocity of each 
point — the elements of width and angle increasing 
the coefficient and the velocity reducing it. 

The diagrams of these varying features are of 
great interest, showing as they do, at a glance, 
all the different properties of the blade under 
its working conditions and making possible the 
ver.v ready comparison of different designs. 

Nearly all of the "Paragon" jtropellers have been 
designed in accordance with tlie principles already 
indicated with a view to their operation in actual 
lii'iht. rather than their caijacity to produce phe- 
Udmeual thrust, althonuh they seem to possess this 
capacity in greater degree than others. .V few 
designs, however, have been gotten up for heli- 
copter work, in which, of course, the standing 
thrust alone is the oliject sought. These designs 
|)roceed from a very different method of calcula- 
tion and are not adapted to keep un their 
thrust at any considerable axial speed. We are 
not able at this time to give full particulars con- 
c(>rning tests of these helicopter designs but we 

(Cant in uod on page 1 W) 



October, iplO 


By Dr. A. S. Rowe. 

H.WIX(; made n study of bird flight for years. 
I liavi> IxM'ii iiuicli interested in tlie article 
imhlished in your esteemed Aeuonautics. 
written hy I'rof. 11. La V. Twining, of Los 
Anyeles, entitled ; ''Can Man Fly With Win.!>s." 

These articles show a great deal of deep thought 
anid close investigation into the science of Ijird 
flight, l)ut have brought Prof. Twining to con- 
clusions tlie reverse from those proved out by my 
investigations and experiments, i. e., that the air 
does pass through the feathers of a bird's wings 
on the up or forward stroke, and if you will kindly 
allow me space in the columns of Aekoxautics. I 
will endeavor to give the experiments whicli led 
me to this conclusion ; not for argument's sake 
but for the beneflt it may be towards sol\ing the 
problems of the science of aerial flight. 

In the August number of Aeronai'tii's, I'rof. 
Twining, discussing the action of the up and down 
stroke of a bird's wings, says : "Much .si)eculation 
has been indulged in as to the feathers opening 
on the upstroke to let the air through, .lust a 
little intelligent observation of an extended wing 
will show how utterly fallacious this assumption 
is : Tlae feathers overlap so they shingle on top 
from th(> part near the body to the tip. On the 
underside they shingle the other way. In either 
case, as the air strikes the surface, the feathers 
bind together and present a solid surface to the 
air. The direction in which they shingle cannot 
make any difference in this respect. If we take 
up (he wing and blow violently on top of it, hold- 
ing the hand on the other side, no air will be felt 
coming through. If we blow against the under 
side the same result is obtained.'' 

Now, in order to arrive at an intelligent con- 
clusion regarding the stroke of a bird's wing, and 
the action, of air upon it during the strokes, we 
jnust understand the following points. 

First. — The mechanical construction of the feath- 
ers. Taking the feathers of a turkey buzzard or 
pigeon's wing we And the barbs of nearly equal 
length on either side of the shaft near the body 
of till' bird, and the barbs are of nearly the same 

flexibility on both sides of the shaft, those on 
the farther side being slightly the stifl'er : but from 
near the body the barb.s become longer on the 
inside of the shaft and shorter and stift'er on the 
opposite side of it with each successive feather, 
until in the feathers near the tip of the wing 
Ihe shaft is nearly to the outer edge — thus form- 
ing a long valve, so to speak, witii the shaft as 
an axis at one side. 

Second. — The position of the feathers in the 
wing. They are placed in the flrst third of the 
wing nearest the body of the bird, or out to the 
second .ioint, parallel with the body and al right 
angles to the front edge of the wing at their 
insertion, and their flat surfaces are nearly hori- 
zontal with the front edge of the wing; also wIk'u 
the wing is extended. From the second .ioint they 
diverge outward from a parallel line 'with the 
body until, in the buzzard's wing, when extended 
they attain a position nearly at right angle to 
the bird's l)ody. 

Third. — The relative position of one feather to 
.inother. The feathers lap or shingle nearlv one- 
half their width out the flrst third of the length 
of the wing. The barbs on that side of the shaft 
of the feather nearest the body under the pre- 
ceding one nearly their length. On. the other two- 
thirds of the length of the wing they lap under 
relatively less as the feathers diverge from each 

Fourth. — The relative proportions of the wing. 
Only about one-third of the length of a buzzard's 
or pigeon's wing is contained between the first 
two .joints; the other two-thirds being made up 
from this point out. The feathers are much 
longer and wider in this section of the wing 
and the width of wing is about on(>-third its 

Fifth. — The direction of the stroke of a bird's 
wing in relation to its body. The stroke varies 
according to the results to be obtained : as when 
in starting on flight the wing is raised much 
higher above the body and is brought farther 
below it, and the flexion of the wing is much less 

Three Views of the Rowe Glider 



October, igto 

than when the bird is in free flight, but on the 
up or forward, stroke it always moves upward 
and forward, and on the down strolve moves down- 
wards and backwards : thus making a rotary 
movement on the whole. The tip of the wing 
traverses a cycle corresponding to a curved line 
drawn from the tip of the bird's tail to the tip 
of the wing when extended. (See sketch.) The 
wing is not thrust forwards and backwards ex- 
tended, as though hinged at the bird's body, but 
is flexed at every joint including the one at the 
body, to a greater or less degree. Prom the sec- 
ond joint out is the area of greatest motion. The 
more rapid the flight the greater the flexion that 
takes place in the wing at each stroke. In every 
swift flight a pigeon closes its wing nearly against 
the body at each sti'oke. The action of the wing 
then is outward, upward and forward from the 

under each other as they do, are pressed against 
each other, which prevents the air from passing 
through upward : but on the up or forward stroke 
this pressure is temporally released owing to the 
rapidity of the upward movement — this movement 
being much quicker than the current of air pass- 
ing creates a slight pressure from above caus- 
ing the long flexible underlapping barbs of the 
feathers to spring slightly downward admitting of 
the free passage of air between them. Birds, such 
as the (juail, grouse, wild turkey and humming 
bird, which have a heavy body relative to the 
amount of sailing surface of their wings and who 
make their flight with a greater up and down 
stroke of the wings than do those having more 
sailing surface, will l>e found to have the feathers 
spread much farther apart in the outer two-thirds 
of the wings, the shafts of the feathers in this 
section being quite to the out edge, with the barbs 
underlapping much less, all of which is conducive 
to the free passage of air through the wing on 
the up stroke. And, too, another factor con- 
ducive to a free upward stroke of the wing, is 
the fact that the thrust is made in such a man- 
ner as to present the edges of the feathers, to 
a greater or less degree, toward the line of mo- 
tion of the wing. This is accomplished to a 
great extent by the forward edge of the wing' 
rising farther than the rear edge. There are, 
several reasons that prevent us from being able ' 
to see the light between the feathers of a bird's 
wings when they make the up stroke in flight 
when passing above us. Three of the main rea- 
sons are : That the stroke is made most too 
quick for the human eye to catch it ; the de- 
pression of the inner edge of the barbs of the 
feathers cause the feathers to assume more of a' 
curve, the lower edge of one feather cutting off 
the line of light coming through the next; a por- 
tion of the bird's body and tail would obstruct the 
line of vision through the wing, owing to the 
angle of the wing in relation to the bird's body, 
and that of the position of the feathers in the 

body to the point of extension in the up or for- 
ward stroke, and the reverse in the downstroke. 
or downward, backward and inward towards the 
body. In the up stroke the front edge of the 
wing travels upward slightly farther than the 
rear edge, and the reverse on the down stroke. 
In normal straight-a-way flight the wing is ele- 
vated about as far above the horizontal line of 
flight in the forwai-d stroke as it is brought be- 
low it in the down stroke. 

Sixth. — The stroke of the wing relative to the 
line of flight. We see then that the forward 
stroke of the wing is made at an angle outwards 
from the line of flight something like forty-five 
degrees. The elevation and depression of the 
wing above and below the horizontal line of 
flight varies according to the lifting power re- 
quired, increasing with the greater light. 

Seventh. — The rapidity of the stroke of the 
wing in relation to the passing air. The bird's 
wing moving through the air on both the up and 
down stroke is always swifter than the motion 
of the air through which it is passing. Were 
this not the fact, a bird would be unable to rise 
from the ground ,and could not make headway 
against the wind. 

Now, from the foregoing, understanding the 
mechanical construction of the feathers, their 
position in the wing, their relative position to 
each other, the relative proportions of the wing, 
the direction of the stroke in relation to the body 
of the bird, the stroke of the wing relative to the 
line of flight, and the rapidity of the stroke in re- 
lation to the passing air, we are enabled to make 
a test of the point in question, and will ttke up 
the experiment where Prof. Twining left oft:', by 
taking the bird's wing and directing a blast of 
air downward against it in direct opposition to 
the up or forward stroke, as described above, at 
the same time moving the wing toward the air 
current, the same as does the bird in flight. 
The air will be found to pass through freely be- 
tween the feathers, and the air will pass in great- 
est volume through the outer two-thirds of the 
wing. On the down stroke, the feathers lapping 

Perhaps the failure of success of all the orni- 
thopters built up to the present time is due to 
the fact that they only partially emulate the 
different movements of a bird's wing when it is 
in flight, as by the foregoing we can see that it 
would be a very ditticult matter to make a ma- 
chine that would be capable of obtaining the neces- 
sary movements essential to extensive flight ; in 
fact, the complexity of such a machine would bar 
its usefulness. In Pig. 1, A is to represent an 
extended wing of a bird when in flight, B the 
flexed wing after the stroke, C the line traversed 
by the tip of the wing, if we were to look at it 
in the direction of the body during the stroke, 
should I he bird's body not advance but remain 
stationary. When the bird's body is advancing in 
flight the tip of the wing describes a series of 
loops. D represents the line of flight, and tne 
arrow the apjjroximate angle of the stroke of the 
wing in relation to thr line of flight. 

In the glider built by Dr. Kowe it has been 
attempted to follow the shape of the bird, with 
the turkey buzzard as the pattern. The machine 
is 30 ft. G ins. spread, planes 8 ft. fore and aft, and 
the total length 15 ft. The weight is but 44 
pounds. The depth of the curve of the jilanes is 
7 ins. at the central section of the niacliiue, this 
depth being at a point one-third back from front 
edge. This curve diminishes in depth until out 
10 ft. toward their tips the plant-s are flat. Prom 
this point they curve upward to their ends as well 
as curving slightly upward toward the edges, 
in imitation of a buzzard's wing. The dihedral 
angle is in exact proportion. The perpendicular 
rudders curve downward in a position to take the 
place of the sides of the liird's body and extend 
the length of the planes with the exception of a 
space near the center of eacli. which gives room 
for the operator's arms. The situation of these 
rudders is designed to prevent the machine be- 
ing turned around when going sideways to the 
wind. The bracing system makes the machine rigid 
at every point. After trials as a glider a power 
machine will be made of it. 



October, ic^io 





Dayton, Ohio 

Sole Makers 
and Exhibitors 
of the Famous 



IJlBoth 'planes 
TU and motors 
built entirely in 
our own factory 

















*,: ? 

4*^- ^ 



Aeroplane Co. 


Working Models 
Flying Models 
Separate Parts 


From Workiiifi' Drawings, Etc. 


Am', Rattan, Bajihoo, 
White-Wood, Etc. 

Special Notice! 

WE have received so many 
inquiries for aoeney prop- 
ositions and orders are 
coming- in so fast, that our mail 
has grown to such an extent, that 
we find ourselves unajble to keep 
up with our correspondence, but 
will fill orders and answer all 
letters as (juickly as possible until 
we have increased our facilities 
still further. 

Price List of Models and Parts 

is now ready, but it will be 
some little time before our 

Supply Catalog for Full Size 

Machines is ready for distribu- 
tion as there are so many new 
things to list. In asking for 
catalog, please state which one 
you want. 


Main office and factory 
l.'.i Smith St., 


Chicago office, 49 Wabash Ave., H. S. Renton, Manager. 


III aiisz.'criiig adfcrliscnieiifs please mention this magazine. 


October, jpio 



The Master 



Sole Importers, Times Building, INe\v York 

The Bowden Patent Wire Mechanism 


For the Transmission of Reciprocating Motion Through a Flexible and 

Tortuous Route. Over Two Million Feet Sold Annually. 





In Qnsvi>ering a(Jvert'tsemenfs phase mention this magazine. 


I.— Main 5807. Tuesday, October 4, 1910. No. 68 

W. Barron, Manager. EXCHANGE PLACE 


Boston — Charles J. Gliddcn, chairman of the contest com- 
tte3 of the Harvard-Boston Aviation Meet, has handed 
mager Adams D. Claflin a report of the events. 

There were 14 trials for speed, 12 for altitude, 12 for get- 
aj', 10 accuracy, 2 "slow," and 170 bombs thrown. The 
oplanes in the contests were in the air 29 hours, 37 minutes 
I 7 2-5 seconds, travelling 631 miles and 3617 feet. To this 
ibe added the exhibition trials and practice, bringing the time 
he air up to 48 hours and the air miles travelled to 1000. 

Of the above Grahame-White made 23 trials and dropped 
bombs; Johnstone 3 trials and 11 bombs; Brookins 8 trials 
I 47 bombs; Curtiss 10 trials and 19 bombs; Willard 6 trials 
I 13 bombs. 

Of the hours of duration and distance traveled in contests 

credit to each aviator is as follows: 

Duration Duration 

in minutes in miles 

Grahame-White 61 2 232 

Johnstone 754 330 

Brookins 279 *20 

Curtiss 60 26 

Willard 70 21 

* Brookins time was principally spent making altitude. 

Of the exhibition trials and practice Grahame-White can 
iredited with fully 80%. 

During the meet three world's records were established, — 
iracy, (landing nearest a designated spot); ^*slow,"XIonge3t 
) consumed three times around the co«fr^i(}u*t^e~tiie"pylons) 

getaway (shortest distan e run on ground before rising). 

Accuracy and "slow" were won by Wright biplane; geta- 

by the Far man biplane. 

AERONAUTICS October, ipio 



Speed — 3 laps (514 miles) in 6 min. 
1 sec, by Grahame-White (Bleriot). 

Altitude — 4,732 ft. in one flig-ht by 
Brookins (Wrig-ht). 

Duration — 3 brs. 5 min. 40 sec. in air 
during- one flig-ht by Johnstone (Ameri- 
can record), in Wrig-ht machine. 

Distance — 101 miles 389 ft. in one 
flirht by Johnstone (American record). 

Getaway — 26 ft. 11 in. from start by 
Grahame-White, facing- a stiff breeze. 

Accuracy — Stopped 5 ft. 4 in. from 
centre after landing- within 100 ft. circle 
by Johnstone (world's record). 

Slow lap — 3 laps (514 miles) in 13 
min. 48 sec. (22.82 m. p. h. Og-ilvie held 
previous record of 24.11 m. p. h. in a 
Wrig-ht machine), by Brookins (world's 

Bomb-Dropping- — 180 points on 81 hits 
at battleship by Grahame-White, 100 ft. 

Boston Iiig-ht Course — 34 min. 1 1-5 
sec. over 33 miles of water by Grahame- 

Amateur Events — Clifford B. Harmon 
won the Harvard cup for bomb throw- 
ing, and the cups for speed, duration and 
slow time for three laps. His only rival, 
W. Starling- Burg-ess, was awarded sec- 
end place for duration. 


The prize money was divided as fol- 

Grahame-White — 

Boston Iiig-ht Plig-ht. . . .$10,000 

Bomb Throwing- 5,000 

Speed, 1st prize 3,000 

Altitude, 2nd prize 2,000 

Duration, 2nd prize 1,000 

Distance, 2nd prize 1,000 

Getaway, 1st prize 100 

Contract price for entry 7,500 

Total $29,600 

Johnstone — 

Duration, 1st prize $ 2,000 

Distance, 1st prize 2,000 

Accuracy, 1st prize 500 

Slow Lap, 2nd prize .... 500 

$ 5,000 

Brookins — 

Altitude, 1st prize $ 3,000 

Accuracy, 2nd prize .... 250 
Slow Lap, 1st prize 1,000 

$ 4,250 
Contract price for entry 

of both 30,000 

Total for Wrig-ht Avia- 
tors $39,250 

Getaway, 2nd prize $ 500 


Contract price for entry 4,000 

$ 4,500 
Curtiss — 

Speed, 2nd prize $ 2,000 

Contract price for entry 10,000 

Total for Curtiss Avia- 
tors $16,500 

Boe — 

Contract price for entry 7,900 

Total prize and contract money 

for professionals 998i9liQ 

THE first event of its kind and the largest 
aero meeting yet held in America was that 
organized by the Harvard Aeronautical So- 
ciety. Its official duration was from Sep- 
tember 3-13, though tlights were continued Sep- 
tember 14-10. 

The financial success of the aviation meet is 
not known officially. 

Unofficially it was claimed there had been deposited 
in the bank $126,000 receipts for the meet. The expen- 
ditures have been about as much. Paid admissions 
totaled 67,241 for 11 days. 

There was too much red tape in connection 
with the affair. Aviators found it more difficult 
to get to their machines than the public found 
it easy. Newspaper men were not treated verv 
well, it is claimed. To get in one a reporter 
liad to have a press badge good any place, one 
sood somewhere, one not good anywhere, a grand- 
stand ticket, a few ribbons and a health cer- 

(Jrahame-White did very well financially, outside 
of the prizes. He took up many passengers, and 
for each flight, it is unkindly rumored, his man- 
ager collected $50Cl — in advance. 


Boston, Sept. 16. — Claude Grahame-White, the 
English aviator, defeated Glenn H. Curtiss in a 
special race at Sfjuantum yesterday, thus bring- 
ing to a close the meet which has "been on since 
Sei)tember 3. 

The Englishman not only won over the American 
champion by a good margin, but he made better 
time for the distance of five and one-quarter 
miles than he did last Tuesday when he scurried 
around the course three times in 6 minutes and 

1 second. Yesterday he traveled an equal dis- 
tance, or three times around the 1% mile course, 
in 5 minutes 47 4-5 seconds, while Curtiss made 
the distance in 6 minutes 4 .■!-5 seconds. 

Grahame White's time for the first lap was 1 
minute 5B 2-5 seconds ; for two laps, 3 minutes 
3-5 seconds : for three laps. 5 minutes 47 4-5 sec- 
onds. The time of Curtiss for the first lap was 

2 minutes 4 1-5 seconds ; for two laps, 4 minutes 
4 4-5 seconds ; for three laps, 6 minutes 4 3-5 
seconds, o i ^;f-.- 



By Greely S. Cul.i^^f 5^ ■ ^'^N' 

In spite of many discouragements aiid' by perse- 
vering effort .James V. Martin, a special student 
at Harvard University and the director of the 
Harvard Aeronautical Society, succeeded in ob- 
taining the co-operation first of President Lowell 
of Harvard and then of Mayor Fitzgerald of Bos- 
ton, and subsequently several Boston business men. 
The idea took root and soon an exi)(nienced man- 
airer was found in the person of Adams D. Claf- 

All the aviators except Grahame-White were 
housed in, two long canvas tents on opposite 
sides of the principal company street. The tents 
were 500 feet long by 50 feet wide and were ade- 
quate for their purpose. ^ 

(;»ue tent housed the following machines : Hub- 
bard monoplane, Curtiss biplane, C. B. Harmon's 
Farman biplane, two Wright biplanes, fire ap- 
paratus., Gaines' Clement-Bayard-Santos-Dumont- 
Demoiselle and the Harvard biplane. In the south 
hangar were the Bleriot monoplane and Farman 
l)iplane of Grahame-White adjacent to the two 
triplanes of A. V, Roe. Next came • the high 
liowered Burgess biplane operated by William Ilil- 
liard and two more Burgess binlanes. Models B 
and C entered by the Burgess Company and Cur- 
tis. Next were the Curtiss biplanes, one owned 
bv Augustus Post and the other operated by 
Charles F. Willard. Beyond these were housed 
the kites exhibited by Mr. Perkins. The Pfitzner 
monoplane and the Dixon dirigible were established 
in separate tents, provided by their owners. .\n 
A. V. Roe triplane has been purchased by tlie 
Hjirrai'd Afropautical Society. 



October, ipio 



Perkins' Man Kite 


The clKiicc (il: gvoiinds fell iii>i}n Uic lua [■sliland 
;il. SyuauUmi. lyiug just across the Xeiiousot 
Uiver from the soutlieastera limits of the city 
of Boston. The grounds are in the form of an 
island : a narrow salt water creek separates it 
from, Ihi^ nminland and is bridged by a single 
I'oad. While most of the island is low-lying 
marsh, soft and soggy even in character, there 
are two strips of firmer ground, perhaps seven 
or eight feet above the level of high tides. One 
of these strips was assigned to the grandstand 
while on tlie other the hangars and sheds were 

The flying field lay to the west and north of 
the grandstand and included an area of irregular 
shape with a circumference of approximately two 
miles. The pylons were arranged for a circuit 
of one mile and three-quarters. While the field 
is probably the best availalile in the close vicinity 
of Boston and is adequate for the work of. pro- 
fessionals, it is not ideal for amateur aviators 
under existing conditions. The ■ space assigned 
for starting in front of the grandstand sloped 
slightly uphill and remained rough in spots in 
spite of the admirable work devoted to its im- 
provement. Then the layout of tin; course ro- 
((uired a turn to the left soon after starting in 
order to avoid the waters of Boston Harbor.' Un- 
fortunately just to the left and a few hiindred 
yards beyond the starting lin''. there was a deep 

gully in the marsh to trap the inexpert. It was 
this gully which l)rought the noted amateur, Clif- 
ford B. Harmon, to grief on the opening day and 
kept him from further participation till near the 
end of the meet. 


On Saturday, September a, the meet opened in 
threatening weather with a crowd of only mod- 
erate size in attendance. Grahame-White started 
on his victorious career by setting a good mark 
in the speed event as well as by establishing an 
excellent average in the bomb throwing, scoring 
:-'l points in 10 shots. The American profes- 
sionals, Curtiss, Wlllard, Brookins and Johnstone 
followed White into the air and gave exhibitions 
(if iilain flying without attempting any sensational 
maniieuvers. By winning the duration and dis- 
tance events on the first day .Johnstone laid the 
foundation for his final success in these two 

On :Monday the interest increased by the 
first passenger carrying, (irahame-White and AVil- 
lard each taking up a lady passenger. 

On Monday and Tuesday. Mr. Grahame-White 
continued to increase his lead in spite of the 
rain and foggy weather, which prevailed, so that 
on Tuesday evening when the meet was one-third 
through he led the field with a total of 14.9 
points against a total of l.j 8-17 points for John- 
stone, Willard, Curtiss and Brookins combined. B^ 
Tuesday White led in every event except for dis 
tance, and in that he was only a single point 
behind Johnstone. Brookins did sensational stunts. 
The best records for the three first days were as 
follows : 

Speed — Grahame-White, (j minutes 1 seconds for 
514 miles. 

Duration — Johnstone, 1 hour 20 minutes 12 

Distance — Grahame-White. 4.") miles 617 feet. 

Get-away — Grahame-White, (56 feet 10 inches. 

Bomib-dropping — Grahame-White, 20 trials, 56 

The system of scoring points was a novel one 
and well arranged to develop constant coniixti- 
tion in all the events. Three points were awarded 
to the winner each day in each event, provided 
at least three entries were registered in that 
event. Two" points were given for second place 
.■ind one point for third place. In case less than 
Ihree entries were made on any day, the winner 
receivi'd two points and the second man one point. 
The events in which points were to be earned were 
speed, altitude, duration and distance. In addi- 
tion it was at first arranged to add the scoi'c 
made <'ach day in the liomli-throwing, but this was 
suhse(|uently changed so that only the average score 
per bomb thrown was added to the points won 
in the four events above mentioned. ICach liomb 
hitting the deck of a full sized outline of a bat- 
tleship from the height of KM) feet or more counted 
one point, while two funnels formed the Inills- 
eyes of the target, and a shot in them counted 

By Friday evening. Septenilier ;>. when six of 
the nine days had lieiMi completed, (irahanu'-^^'hite 
had still further increased his lead. Ills score by 
points had totaled :!o.2 against 17 for Johnstone, 
his nearest rival. Brookins had scored 10 points, 
while Curtiss and Willard were tied at 8. 

In the last half of the meet, however, the Wright 
operators started in consistimtly to earn points in 
altitude, duration and distance. Brookins I'arned 
5 first places in altitude in the last 5 days, while 
Johnstone accummlated 17 points in the duration 
and distance events. 

The final scores by points were as follows : 

Speed Altitude Duration Distance Average Total 





11 8.5 
1:1 1;;. 

•» 1 

1 ( t 


1 <M) 

_ 1 . 


1 ..' 



Johnstone .... 


.Curtiss . 


This score indicates thai \\'bit 
place in speed on five da,\ 
on o»io day ; first placi' i 

i^i distance three times and had scored more than 
fw(T""TTTTrnts on every liomb thrown. Johnstone 

ired five wins in duration and five in distance, 

had won first 
t i)lact> in altitude 
ui'ation three tinu's; 

Bro()kH|s: on five days made the best flight for 
heighl. Curtiss gained the speed prize on one day 


AERONAUTICS October, igio 

h Name % 





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October, igto 

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October, igio 

r>,V:\'/et/C'\ \y 

1 — A. V. Roe Triplane. 2 Grahame-White in HU Farman. 3 — Milliard in the Burgess-Curtis. 

4 — Claude Grahame-White. 5— G. G. Hubbard Monoplane. 6 — Walter R. Brookins. 

7 — Pfitzner Monoplane. 8— Glenn H. Curtiss Flying New Machine. 

9 — Brookins Beginning a Sharp Turn. 



October, igio 

and was second in that event on four other days. 
Willard won flrst in speed once. 

The special feature of tlie meet was the $10,000 
prize offered by the Boston Globe for a two-lap 
flight around Boston Light and return. The course 
called for distance of approximately 33 miles, al- 
most all of which was over the water of Boston 
Harbor. Grahame-White made his first attempt 
in. his Bleriot monoplane on the fourth day of 
the meet and covered the course in 40 minutes 
1 3-5 seconds. This relatively slow time was in 
part duo to a detour caused by the aviator's lack of 
familiarity with the landmarks. On the next to 
the' last day of the meet. White made a second 
trial with th.o same monoplane and cut his time 
for the 33 miles down to 34 minutes. Making a 
fair allowance for the distance lost in the half 
dozen turns required, his average speed must have 
been over 00 miles an hour. 

The only hope of defeating Grahame-White for 
the Globe prize lay in (ilenn Curtiss' speedy flyer. 
The early days of the meet, however, had shown 
that the Bleriot with its 50' h. p. Gnome motor 
was faster than the Curtiss machine with its 50 
h. p. 8-cylinder Curtiss engine. Curtiss had 
to look for a more powerful motor. This 
he found in the new Indian motor rated at 
GO to 65 h. p. power which was owned by the 
Burgess Company & Curtis. An arrangement was 
quickly made to transfer this molor from the 
Burgess biplane flown ))y William Ililliard to the 
Curtiss flyer, and it was installi>d during the in- 
termission of Sunday, September ]1. T'nfortunatel.v 
there had been no time to tost out the new motor 
and when Curtiss attempted to fly with it, unex- 
pected carbureer troubles developed which were 
remedied only after two days of constant tinker- 
ing. The motor finally was put in running order 
on the last oflicial day of the meet, and he was 
enabled to overtake Grahame-White in his speedy 
Bleriot. But unfortunately the delay pi'oved fatal 
to Mr. Curtiss" chances for the Boston Globe prize, 
as the time limit expired before the motor was 
finally turned up. The Indian engine gave 430 
pounds thrust on a spring balance attached to 
the Burgess machine. 

Am'ong the amateurs the most notable event was 
the accident to Harmon's biplane shortly after 
making a start on the opening day of the meet. 
The accident was in ijart due to the soggy con- 
dition of the grounds after the continuous rains. 
Harmon was unal)lo to get up his usual speed 
before taking oft', so tliat his machine was travel- 
ing at a comparatively slow rate when it reached 
the first turn. The act of turning brought one 
wing tip in contact with the ground, and the 
whole biplane was precipitated into a gully across 
the course, which wrecked both supporting sur- 
faces, smashed the propeller and injured the motor 
itself. The running gear of the machine also was 
wrecked so that it seemed liopeless to attempt to 
replace it. However, W, Starling Burgess, a fel- 
low competitor, placed the facilities of his Marble- 
head factory at Harmon's disposal and returned 
the biplane to its owner in better condition than 
ever several days before the end of the meet. Har- 
mon, however, borrowed Mr. Grahame-White's Far- 
man biiilane and succeeded thereby in winning 
first prize for amateurs in speed, duration, l)(>iiih 
throwing and slow lap. 

Second prize among the amateurs was won by 
W. Starling Burgess in a Burgess biplane. The 
other amateur entries included W^illiam Hilliard 
in a Burgess biplane, who made two or three 
circuits of the course, but did not ofiicially com- 
pete because his powerful 60 h. p. motor had not 
been properly tuned up before it was loaned to 
Mr. Glenn Curtiss. .\. V. Roe, in his EnglishJ 
triplane, and H. F. Kearny in the I'fitzner mono-l 
plane, both met with disaster on landing afterl 
short flights. The only other amateur aviator," 
Augustus Post, made some short straight -away 
flights in his Curtiss biplane, but did not enter 
officially for any of the prizes. 

The meet was attended by many officers of the 
Army and Navy, as well as a large number of 
persons socially prominent. President Taft was a 
center of attraction one day and on other occa- 
sions Governor Draper of Massachusetts with his 
staff and the mayor of Boston added a political 
touch to the gathering. Thanks to Grahame- 
White, Mayor Fitzgerald went up in the air to a 

greater height than he had previously experienced. 
The success of the meet as a whole is a monu- 
ment to the initiative of James V. Martin, to 
the ability and perseverance of Manager Claflin 
and the aljle committees in charge. 

Perkins' Man -Carrying Kite. 

So far as known, the first time that a man 
has been taken up by kites for the purpose of ex- 
hibition in this country was at the Boston jneet, 
and this stunt is now the feature of tho kite 
exhibitions which Samuel F. Perkins nas been 
I)ooking at all the meets. 

A series of monster kites are used, from :) to 
IS ft. tall. Up to fifteen kites are employed, 
according to the velocity of the "Xvind and " the 
weight of the man. "It has beon. foLuid that a 
man can be lifted in a wind as low as IG miles an 
hour. An 18-ft. kite is first started and sent up 
for about a thousand feet, or until it reaches a 
steady current of air. Then a number of the j2-ft. 
kites are put on the liae, spaced about lOO ft. 
apart. These are added to as desired luitil the pull 
is found to be great enough to carry a man. 

At Boston Perkins himself went up about 125 
ft. on a Jittl? w:;oden seat slung by ropes, as 
shown in the picture. The rope used to liold the 
kites is one-half iucli in size and of the best grade 
that can be bouglit. The reel has to be very 
strong and well anchored. Miss Emily Willard, a 
sister of Aviator Willard, also went up in t'ae kite. 

Kites have been used to some extent ibrond for 
military measures. Not long ago experiments were 
made in England. It is alleged that the United 
States Army tried man-lifting kites some years 
ago, and Lieut. Wise actunlly went up a little way, 
but further investigations in this direction are 
said to have been given up. It will be remem- 
bered that the late Lieut. Thomas E. Selfridge, in 
1008, was carried up in a monster tetrahedral kite 
made by Dr. Alexander (iraham Bell, but on this 
occasion the kite was towed in the air above the 
waters of Bras d'Or Lake, by a power boat. 

I'erkins has been sort of a stand-by at all 
the exhibitions that have been held thus far, as 
his kites provided something for the crowds to 
watch at all times, if there was any wind at aJl, 
and as those who have had the more or less 
pleasant experience of visiting some of the flight 
exliibitions that have been held, know, a great 
deal of the time there is nothing but the kifeij to 
watch with the wind blowing too strong for the 
l)irdmen to do any "birding." 


[Concluded from par/e 112] 

have creditable reports that one pair of them 
recently tried strained very lieavily at their 
moorings while lifting a weight of 780 pounds. 
They were driven by an engine rated at 50 to 
60 h. p., but probably giving very much less dur- 
ing the test as it was running at only about 450 
to 500 r.p.m. 

In regard to details of construction, the usual 
number of laminations is five, but four are used 
in the smaller sizes and sometimes six for the 
largest ones. The plan form for each lamination 
is accurately designed and each pair for opposite 
blades of the same propeller are sawed out to- 
gether in duplicate to exact pattern and the holes 
for the dowels located by templates so that the 
registration of these lioles makes it impossible to 
put the several pieces together in any but their 
correct relation. The corresponding pieces in op- 
posing blades are selected from adjacent parts of 
the same edge-grained board, thus insuring the 
utmost similarity of weiglit, grain and texture 
in the corresponding portions of tlie blades. The 
accompanying illustration shows a group of half 
laminations for a 2-bladed propeller ready to be 
assembled and glued. 

.Vs for the best material, we have tried many 
varieties of wood but liave found nothing really 
superior to carefully selected edge-grain spruce, al- 
though we find nuartered white oak, hickorv and 
other hard woods very exct>llent, beautiful and 
durable for the smaller sizes in which a little 
more weight is desired or not objected to. 


AERONAUTICS October, 1910 



Curtiss Flies 129!/^ Miles Over Water. 

Oa August :!lst. (ilcnu li. Cmtiss Hew in his 
8-eylinder machine from iOuclid Urach. just east of 
Cleveland, to Cedar Point, near Sandusky. Ohio, air 
line distance of (>o..^ miles in 1 hour and 18 
minutes. The distance is about equal to that be- 
tween Poughkeepsie and the upper end of Man- 
hattan Island, which was one stage of Curtiss' 
trip from Albany to New York. The wind velocity 
was 12 miles per hour. 

The U. S. Ilydrographic Office at Cleveland 
figured the actual distance liaveled one way as 
64% miles. This gives a speed of 49.8 miles 
per hour on the outward trip. 


On September 1 the return was made but in 
much slower time, 1 hour and 41 minutes being 
consumed. The return was made, for part of the 
distance, in the rain, which stung the aviator's 
face. Some homing pigeons which were released 
at Cedar Point took 2 hours and .54 minutes to 
make the trip. 

Euclid Beach and Cedar Point are amusement 
resorts. The flight was made possilile by the 
Cleveland Press, which gave a prize of .$.5,000. 

Flying With Four Horsepower. 

We give some photos of aero|)lane experiments 
of M. B. Sellers in Kentucky. One of the pictures 

shows a rear view of the machine with a vertical 
rudder which can be made to assume a screw 
shape as described in article on Lateral Stability 
in May. 1910, Aeisoxautics. This was used long 
enough to prove the correctness of the principle. 
Note the keel, rudder and e(iuilibrium plane as 
originally designed and now used. The other pic- 
tures show ma'chine in flight. In these flights the 
Dutheil & Chalmers opposed engine was used. 
Six 1/4 in. auxiliary exhaust holes were bored in 
each cylinder, increasing the h. p. about 1.5 per 
cent. "The brake h. p. before boring holes wa.s 
about four. An Elbridge 2 cyl. 10 h. p. special 
motor has lieen ordered. 

Harmon's Flight Across L. I. Sound. 

Clifford B. Harmon made his long promised 
flight across Long Island Sound on August 20 He 
started from the aviation field at Mmeola about 
-.'iO o'clock. Thirty minutes later he lauded \n 
(Jreenwich. Conn., in a field next to the estate of 
his father-in-law. Commodore E. C. Benedict, an 
airline distance of 19V2 miles. . 

Mr. Harmon was unhurt. l)ut his Farman jra 
chine was damaged. The flight won for Mr. Har- 
mon the trophy offered by Coiniirii Life m Amriira 
for the first successful aemiilane flight across the 
Sound. Before starting on his trip across the 
Sound he made a flight with Charles K. Hamilton 
as passenger to test mil liis machine and to study 
the air conditions. 



October, igio 

After making several laps he landed and an- 
nounced that he would start out to win the trophy. 
The wind was blowing about fifteen miles an hour, 
lu the flight to Koslyn. where he reached the 
water, the flying was over bad country. It was 
a struggle to keep right side up crossing Hemp- 
stead Bay, but he reached the'chmout Yaclit 
Club in safety and turned over the vessels in the 
harbor there at the international motor boat meet. 
From her(> he flew up th(^ Sound to the island just 
in front c)f his father-in-law's estate, landing on 
a sandy beach ,iust across an inlet, and came down 
in tall grass, after fouling some telephone wires. 
That accounts for the wrecked machine. 

Novice Flies 28 Miles Cross Country. 

William Evans, of S17.\ East l.'th street. Kansas 
City, Mo., was able to fly 2S miles across country 
on his second day's experiment with the .".O-foot 
Greene biplane fitted with an Elbridge four-cylin- 
der engine. The first day he received the ma- 
chine he made several fights back and forth the 
length of the half-mile field, with a propeller 
which was not designed to give a great deal of 
thrust. The next day he changed the propeller 
and made his 2S-mile flight across country. Glid- 
ing down, he could not iiick his landing and 
l)roke the front control. Percy Haslett, of Ala- 
meda, Cal.. and a man named .Tones, of Tomb- 
stone. Ariz., which latter ought to be a good 
place for aviators, have bought Elbridge engines, 
so there must be something doing. 

The Greene aeroplane which Roy Crosby, of 
San Francisco, bought has now been taken over by 
the California .\ero & Supply Co. 

, The Latest Wright Model. 

At tile .\sbnry I'ark meet the first public test 
was made of the new lou'^ distance Wright. The 
n\a(diiue is vei-y similar to the standard tyjie, witli 
th(> rear horizontal surface: practically the only 
change being in the fact that the horizontal rud- 
der in front is left off. In th(> places of this, the 
warpa))l(' horizontal tail serves to control the mo- 
tion up'and down. The advantare of this arrange- 
ment is that th(>re is nothing in the forepart of 
tlie macli^ne fo lie caught by sudden puffs of wind. 
.\s heret(>fore constructed, wind striking the front 
horizontal rudder acted with a powerful leverage 
on the ma«hine, due to the dislanci^ of ihe rudder 
in advance of the main planes. >i) such (>ft'ect is 
expericMiced with the horizontal riKider at the rear 
of the apparatus. 

The forward small vertical jilanes have been 
preserved in the new machine and are mounted 
in the framework of the skids. This rear hori- 
zontal surface^ is rigidly guyed to the outriggers 
for the forward third of its length fore and aft. 
I'^rom one-third back it is flexible and warped up 
or down, for steering up or down respectively, by 
crossed wires from the usual lever. 

The planes spread 89 ft. (the older machines 
were 41 ft. and the government flyer was 3(> ft.). 
The engine has greater borc^ than usual, being 
4% by 4. The weight is around SOO pounds. 

Wheels, flexibly mounted, are fitted to this ma 
chine, as we'll as to some of the other macliines. 

The machine is faster and can carry more wei';lii. 
It has not, however, the quickness of action that 
the others have, and is not ijuite so well ad.iptecl 
for cutting fancy figures, though to tlie layman 
there seems to be no diffi'rence. 

Constant Flying at Dayton. 

There is almost constant flying at the Dayton 
camp, which is proving of great interest to all 
who have the opportunity of seeing it. P. G. 
Parmelee is a new Wright aviator. The Wright 
comjiany has purchased a section of land in the 
west end of the city, and on the 7th instant broke 
ground for a group of buildings which are to form 
Ihe new factory. A double force of men are now 
(Ui the first building, containing 14,000: sq. ft. of 
fioor space which is to be used as the assembling 
room of iilanes and frames. The factory plan is 
of course of the most imiiroyed type, constructed of 
steel, brick and cement. 

Harmon Changes His Farman. 

Clifford B. Harmon's Farman machine, which 
was badly wrecked at Boston on the opening day 
of the meet, was repaired in record time and 
altered so as to make shipping and repairs less 
troublesome than heretofore. 

While the original dimensions and curvatures 
of the Farman biplane were retained, the wings 
were changed so that they are detachable from 
the central body in much the same manner as the 
Burgcss-Curtiss biplanes are arranged. The sur- 
faces can thus be packed in a space 12 ft. long, 
instead of requiring 35 ft. of space as before. 

The alteration was made by the Burgess Co. 
& Curtis. By rushing the force on September 
4th and .")th. it was possible to ship the new 
planes complete on September 8th, the time re- 
quired having I)een four working days. The job 
was undertaken on a Saturday night, and there 
was no opportunity to obtain materials or outside 
assistance owing to the apjiroaching Sunday and 
holiday. The men also had been given a vacation, 
with opportunities to attend the Harvard meet, as 
reward for several weeks of strenuous work. It 
thus became necessary to recall the force as far 
as jjossible by li'legraph anil engage Messrs. Wilson 
& Silsby. the Boston sailmakers, to work overtime 
preparing the cloth for the surfaces. 

Latest Curtiss Change. 

The Curtiss aeroplane used at the Boston-Harvard 
aviation meet by Glenn H. Curtiss presented a 
changed appearance from the machine formerly 
used by him. 

Althous^h the same engine w-as used as in his 
Hudson Flier the machine was altered to give 
it more sueed and cut down head resistance. 

The following changes were noticeable in the 
Curtiss machine : 

Camber of planes slightly less than in old style. 
Same surface as in Hudson-Fulton flyer. Ail- 
erons, four, forming rear of outer sections of upper 
and lower jilaues. working upward and downward 
and not down only as in Farman machine ; less 
liead resistance because behind planes; normal po- 
sition downward toward rear in line with rear of 
planes which brings them parallel to current of 
air iiassing over and under plane surfaces; front 
control is a single surface, with diamond-shaped 
\ crt'ical plane set stationary half above and half 
below. Same controls otherwise and same chassis. 
Outer sections of wings covered Ijoth sides. Middle 
sections covered oni' side. 

Woman to Fly Curtiss Machine. 

Miss P.lanche S<'ott. tlie yoimg lady who r(>- 
centl\- completed a I liins-contiuental trip in an 
a\itonioliile and was a passenger in a fliglit with 
C. I'\ Walsh in California, is exj>ect(>d to make lier 
debut at flying a CurMss machine during the exhi- 
hilinu flights in Chii-ago. preliminary to tin- start 
of the Chicago-New York race. 

New Design Biplane. 

-V. new type of biplanes is being experimented 
with by .Tames B. Slinn. of Chillicothe, 111., in 
which the forward control is done away with, 
using the upper i)laue for this purpose. Tli(» lower 
plane is of less spread than the upper and shorter 
fore and aft. The upper plane spreads 27 ft. by 
.'i-l. ft., and the under one 1 ."j ft. by .3 ft. .Vllow- 
ing for material cut away for propeller the sup- 
porting surface totals al)out 160. The rudder is 
3 ft. by 4 ft. Weight without pilot 340 pounds. 
The machine is mounted ou a 3-wheeled chassis. 
Materials, spruce and bamboo. .An engine of own 
make will drive a G ft. propeller placed in the 

.\ man named Cooley is building in Uochesier a 
monster mononlane of 80-ft. spread. It resem 
hies nothing that has yet appeared in the aerial 
world. Two Elbridge engines drive two propel- 

'I'he Cuiliss exhibition company now lias a Cur- 
tiss machine traxcling as a "dead exhibit" aro.iud 
the count IV to fairs and wherever there are no 
facilities for flight. Moving pictures are slunvn 
and a lecture given by Carl II. Carson. 



October, ipio 

satisfied with Elbridge Engines? 

"RECENT flights have been made with Elbridge ^^Featheriveight'^ Engines by Dr. Wm. M. 
\. Greene, at Rochester; by Captain Bumbaugh, at Indianapolis; Edward R. Skinner, South Beach, 
aten Island; J. W. McCallum, Kansas City, Mo., and many others. 

o one ever complained that an Elbridge Engine lacked power or speed. Not only do they represent 
are actual horse-power for weight than any others on the market, but broken parts are practically 
heard of. You need never descend for "lack of power" if you use Elbridge Engines. 

^tf (Greene Companp 

Manufacturers of the Greene Aeroplanes 

Rochester, N. Y., June 

To the ELBRIDGE MACHINE COMPANY. Culver Road. Rochester, N. Y. 

Gentlemen : — 1 wish to express my admiration for the performance of the 40-60 " Featherweight " engine 
yesterday in the trial flight at the grounds of the Aero Club of Rochester. 

My machine was driven through he air at a rate of speed I had by no means anticipated. The effect ^n my 
feeling of speed and reserve power I can compare only to the exhilaration produced by a strong cocktail. 

I have used several different motors in my other machines, and to-day I am more than ever convinc d \.Vm the Elbridge 
"Featherweight" is the ONLY real flying machine engine on the American market. 

Cordially yours, 'Signed) W 

Profit by 
e Experience 
of Others 


It is expensive and dangerous to experiment 
with Aeronautic Motors unless they have 
demonstrated their efficiency m actual service. 
The Elbridge "Featherweight" has made good. 

The Best is 


the Cheapest 

in the End 

<it:ilogue and prices for asking; our information bureau is at your service 


^^ero Dept." 

Rochester, N. Y. 

In amwering advertisenw-its please mention this niagaziuc. 


October, igio 


1 he Lall Aviation Lngine 



1st. A Four Cycle Engine. Tlie type used on 99% of all automobiles and motoreyles. 
type used by all prominent aviators here and abroad, and Iiolding all aviation records. 

2nd. A Water Cooled Engine. The only kind that can be dependfd upon for extended runs 
without dangrer of overheating. Our spiral water jacket, together with piston pump circulation is 
the most perfect I'ooliufr system yet devised. 

3rd. An Opposed Cylinder Engine. The construction conceded by gas engine authorities to 
be the nearest vibrationless type. By all odds the construction best adapted for aviation purposes. 

4th. A Silent Engine. The only engine yet designed for aviation having both main and 
auxiliary ports silenced. Hence the only aviation engine adapted for permanent use, or for other 
than merely exhibition purposes. 

5th. A "Fool-Proof" Engine. The utmost simplicity of construction, small number of 
cylinders, together with its bjing of the usu;d Four Cycle type, enables any automobile chauff< ur to 
set and run it, not one in fifty of whom have any experience with Two Cycle, Revolving Cylinder, 
or V-shaped multiple cylinder engines. 

6th. A Thoroughly Dependable Engine. Our Magnalium outer casing for cylinders and 
cylinder heads permits of a remarkably strong construction with minimum weight ; while our Vana- 
dium Grey Iron Cylinder and cylinder head linings, piston heads, valve cages, valve seats, etc., is the 
only dependable material for these parts. 

7th. A Superbly Beautiful Engine. The entire design is thoroughly artistic : while all ex- 
posed parts not constructed of Magnalium— a shining non-con odible metal — are nickel plated, the 
whole surface being polished to a mirror finish. 

8th. A Phenomenally Powerful Engine. This result is secured by the use of a comparatively 
small number of cylinders of generous pro|)ortions, as distinguished from a multiplicity of cylinders 
with their numerous parts and bearings, and consequent friction, and liability to derangement. 

9th. An Exceptionally Economical Engine. It is a matter of common notoriety among gas 
engineers that economy of fuel, as compared with power developed, is .secured by large cylinders, 
few in number, rather tlian by ;i multiplicity of small cylinders— a consideration of paramount im- 
portance in aviation. 

10th. A Moderate Priced Engine. While the material and workmanship of this engineare even 
superior to the very expensive foreign makes, and not to be classed with the cheap engines Hooding 
the market, yet our aim has been to furnish avi itois with a moderate priced engine, cheaper than 
could be produced by themselves, except in large numbers, and with an expensive shop and foundry 

Other Aviation Engines possess a few of these advantages. This is the only engine that combines them all. 
MODEL E-1: Two Cylinder; 50 Horsepower, weight, 150 lbs. - Price $1,000 
MODEL E-2: Four Cylinder; 100 Horsepower, weight, 250 lbs. - Price $2,000 

Prices include complete equipment, NO EXTRAS 

Delivery 30 da^s: Terms, 35 'o Cash, with order ; Balance sight draft against Bill of Lading 

WRITE for particulars and price of our REVERSIBLE AERIAL PROPELLER 

Also of our COMBINATION RADIATOR AND HEATER, constructed of aluminum tubing. Utilize 

the heat of your engine for the comfort of your passengers. Weight, 1 Mbs. per gallon of jacket water. 









In answering adi'ertisements please mention this magazine. 


October, igio 

New Greene Aeroplane. 

A liiplanc built li.v Dr. William Creeno especially 
foi- cross country liyiug and long distance racing 
is now ready. It is of the same general style 
as other (ire(>ne machines, such as already de- 
scribed in detail in Aeroxattics. It lias a spread 
of 30 ft. with a chord of 7 Mi ft. and a curve 
depth of 2'/g in. A six-cylinder Elhridge engine 
is installed which actually gives on a I'rnnv brake 
test (UVo h. ],. 

Two sizes of (ireene machines are now being 
marlceted with prompt deliveries, 30 and :'>' ft. 
spread respectively. All the Greene machines are 
supplied with Elbridge engines and the Farman 
type landing arrangement, liO-in. wheels, 3-in. Pal- 
mer tires, r.osch magneto and Kl Arco radiators. 
On the large machines the wheels are 24 in. in 
diameter. What are called "practice skids" are 
being used in trial flights. These are fastened 
to the regular skids, as shown in the photograph. 
The large machine has a chord of ft. "i/^ in. and 
a depth of curve of 4^4 in. The ailerons, 1*)V2 ft. by 
20 in., are attached to the rear struts instead of 
being between the surfaces as in the Curtiss ma- 
chines. These ailerons are operated by the usual 
shoulder control. 

Instead of using sockets as formerly, aluminum 
castings are now employed for connections. The 
surfaces are of Irish linen with a special prepara- 
tion whicli is- put on after the surfaces are in 
place. The cloth is stretched as tight as a drum 
head and has a breaking strain of 71 lbs. per 
scpiare inch. The front control is a little smaller 
than that employed in the former machine (of 
which full drawings were pulilished in Akuoxau- 
Tics. I. Also, there is a flap attached to the rear 
of the back horizontal surface which works in 
conjunction with the elevator through crossed 
wires. The whole rear horizontal tail can be 
quickly shifted to various angles of incidence, 
merely by loosening a metal clamp around the 
short vertical posts at the extreme end of the 
outriggers and ri'damping at the desired place on 
the post. 

Baldwin Flights at St. Louis. 

St. Louis, Mo. — ('apt. T. S. Baldwin made some 
tine tiights along the river front on September 
10-12. tiights were his first real ones at 
an exhibition and no one can kick at the "young 
man" now. In one of these, taking 10 minutes, 
when he crossed over three and flew under two 
bridges while in the air. Including the time he 
was on the ground between the flights, it was 
rhirty-six minutes from the time he started until 
he landed on the aviation ground again. 

Hill. Beachey has assembled the Gill machim 
bought by T. W. Benoist, of the Aeronautic Suj) 
ply Company, and made first trials. 

Selfridge Monument Erected. 

A momiment to Lieut. Thos. E. Selfridge 
has been completed, and was erected over the 
grave by E. A. Selfridge, father of Lieut. 
Selfridge. There will be no unveiling cere- 
monies or dedication of the monument. It 
has been a tribute of the family throughout, 
and will not be attended by any public recog- 
nition. The inscription on the tablet is as 
follows : 

First Lieutenant 


1ST Reg't. Field Artillery, 

U. S. A, 

Killed in the Service 

OF THE United States 

IN AN Aerodrome 


September 17th, igo8. 

ACFII 2(k 



Latest Greene Aeroplane 



October, 1910 


Review of the Month's Flying. 

The past month at Minoola has not seen quite 
so much flying as heretofore since Harmon's flight 
across the Long Island Sound, as the machine 
was damaged ou that occasion and later was 
shipped to Boston. Capt. Baldwin has been away 
and II. S. Harkness with liis Antoinette has been 
doing nothing more than running over the grass, 
getting used to the grounds and machine, after 
i)eiug out of the game for some month,s. Joe 
Seymour has been flying constantly right along. 

Tod ("Slim") Shriver has brought out a new 
machine of a general Curtiss type, in which the 
ailerons are outside of the main cell and attached 
to the rear supports. Equipped with a Kirkham 
six-cylinder engine, he has been making some good 
short flights. The machine was constructed l)y 
Mr. Shriver for Howard Dietz. 

The second week in September, P. Brauner & 
Co. brought out one of their stock machines of a 
general Curtiss type, 30 x 41/0 ft., fitted with a 
British-American 2G-h. p. stock automobile engine 
driving a Brauner ft. diameter 4^/^ ft. pitch pro- 
peller, giving at 900 revolutions 1S.5 lbs. thrust. 
Some short flights have been made in it by D. Mas- 
son, who was mechanic for Paulhan when he came 
to America. The front elevator is a single surface. 
Equipment includes the El Arco radiator, Bosch 
magneto and Palmer tires. 

Frank Van Anden has another biplane ready 
for trial, fitted with a Cameron air-cooled auto- 
mobile engine with auxiliary exhausts. It would 
be of interest to know how this cools and to see 
with what success flights are made, as the engine 
is rated at but 24 h. p. The running gear is sim- 
ilar to Capt. Baldwin's, with the front wheel off 
the ground. Pennsylvania 20-in. wheels and 4-in. 
tires are used. The motor has a Splitdorf mag- 
neto and Breeze carburetor, as generally supplied 
with Cameron engines. 

Dr. II. W. Walden is building a shed of his own 
and is progressing with the remodeling of his 
wrecked monoplane. The new one will have Penn- 
sylvania 4-in. tires and the holes in the ground 
won't be so effective. 

An innovation in cooling systems is employed 
by George Russell and J. J. Frisbie. Two small 
El Arco radiators are used, placed one on either 
side of the operator, where they get all the air 
there is coming. These work very satisfactorily 
this way, and the head resistance does not seem to 
have been any objection. 

G. E. DeLong, designer of the Elbridge engine, 
has started a training school, using a Shneider- 
built Curtiss-type aeroplane, which he purchased 
some time ago. E. P.. Gaskell, 2308 Seventh ave- 
nue, New York, and F. E. de Murias, Babylon, 
L. I., are the first pupils. Wisely enough, the 
school does* not undertake to pay the damages 
sustained in trials. 

W. L. Fairchild is out mornings and evenings 
practicing with his big monoplane, fitted with an 
Emerson six-cylinder engine, about which he is 
enthusiastic. It drives by a chain two propellers. 
The George Russell machine has had its power 
plant changed over from a Curtiss to a four- 
cylinder Elbridge. The first part of September 
he gave exhibitions on Staten Island. One of the 
most successful experiences he had. was a collision 
with a cow. So far as we are able to ascertain, 
this is the first time that an aerial milking has 
been attempted. 

Sam Barton, of 238 Dumont avenue, Brooklyn, 
is putting together in the Aeronautical Society's 
sheds a small Ijiplane with a two-cylinder Elbridge 
engine. This more or less resembles a Curtiss 
machine. The elevator and the horizontal tail will 
work in conjunction. The machine is only par- 
tially assembled thus far. Hartford tires are be- 
ing used on specially built home made wheels. 

Miss E. L. Todd has a Rinek eight-cylinder 

Nicholas Rippenbein is completing the assem- 
bling of a light Farman type machine which was 
bought from Fred Shneider. The ailerons in this 
machine are between the surfaces, and instead of 
being hinged at the struts and moved up and down, 
are mounted on la shaft running fore and aft be- 
tween the main surfaces. At the end of the shaft 
is a grooved pulley over which crossed wires run. 

Harry Chandler, of the Auto & Aeronautic Sup- 
ply Co., and Glenn Ethridge, both of Westbury, 
L. I., are building a biplane of radical construc- 
tion as regards sockets, engine beds, controls and 
angle. This is now ready for trial. The equip- 
ment includes an Elbridge four-cylinder engine, 
A-Z radiator and tank, and Hartford tires. 

Philip W. Wilcox, of the Columbia University 
Aero Club, has had bad luck. His first trial some 
two months ago, resulted in smashing the running 
gear on the ground. Charles K. Hamilton flew 
it next time and broke up the landing arrangement 
again. After it was all fixed up anew, stronger, 
and with big 4-in. Pennsylvania tires, Wilcox at- 
tempted flight himself and succeeded at the first 
jump, with all the power of the Rinek eight- 
cylinder engine behind him. For some little time 
flights were made before the machine was" reduced 
to a wreck. He is now going at it again and will 
build two machines. With a Rinek propeller, 7%- 
ft. diameter by 4-ft. pitch, the engine gave over 
350 lbs. thrust standing. 

The Garden City Co., which erected a fence 
and grandstand around the grounds and now 
charge admission whenever there is a sufficient 
crowd of sightseers, has established a system by 
which the aviators receive a certain portion of the 
profits, proportioned according to the extent of the 
flights made by each. 

The erection of the fence, the independent atti- 
tude assumed by the Company and the alleged non- 
fulfillment of promises made by it has resulted 
in considerable friction. The Aeronautical Society 
has given the Aero Club of America an oppor- 
tunity to join in a protest and issued a statement 
of which the following is a part : 

August 22d, 1910. 

The Garden City Company, 

60 Wall Street, New York City, N. Y. 

Gentlemen : — When you recently (with- 
out our consent) erected a high fence 
around the property which you leased to 
this society at Mineola and constructed 
a grandstand and ticket office, you argued 
it advantageous to us and promised to ac- 
count for all funds and see that condi- 
tions were improved generally. You now 
refuse to account for what you have col- 
lected and spent and are continuing to 
force the public to pay money to you to 
witness the flights of members of this and 
other clubs on your ])roperty. You are 
also collecting money for other privileges, 
such as stands, sign spaces, etc., and the 
public are led to believe that we are the 
interested parties, although we never have 
been and do not wish to be interested in 
the receipts of your enterprise. 

We object to this method of exploiting 
our memljers. Had you turned these mat- 
ters over to a joint committee represent- 
ing all interests, the members and their 
friends would not be repeatedly inter- 
fered with by the representatives of your 
real estate, and everyone legitimately in- 
terested in aeronautics would have been 
better satisfied. 

In view of the foregoing we are obliged 
to notify you tliat if conditions are not 
improved we shall be obliged to restrain 
you from further interference with our 
rights on the property. 

The Aeronautical Society. 



October, ipio 



At Garden City, L.I. I 








50 H. P., 8 Cylinder Engine 

^5=% — THAT 


President Aero Club, Columbia University 
On Sunday, Aug. 14, 1910 

"rjT| fp\^ On first attempt, 
*■ •^■i-J »» making a complete 
circuit of the Aviation Field, at an 
average height of from 75 to 100 
feet. The aeroplane was of the 
Farman type, and the speed esti- 
mated was about 40 miles per hour. 
Mr. Wilcox has since been making 
almost daily flights, duplicating the 


lave within the 
past month or so come 
rapidly to the fore, and are to-day admitted 
by experts as second to none for aviation. 

Successful Aviators Know 
++++***+ Their Value +*+4.+*++ 

Any doubt you may have as to the Superior 
Qualities of the Rinek Engines must be dis- 
pelled after consideration of the fact that they 
are amongst the very few which have been 
found **All ^here/' under the severest flying 
conditions :: :: :: :: :: :: 

TYPE B.8, 60 H.P., weight, 275 lbs. fompU-tc 
TYPE B-4, 30 H.P., weij-ht, IW Ib.s. rompletr 

Phenomenal Efficiency PROPELLERS '^•"®*t Material and Workmanship 



I In answering adieitiscmenis please mention this magazine. 


October, igio 


announce that they have succeeded the engineering 
firm of Landau & Golden, and have established engi- 
neering offices at 1777 Broadway, New York, for the design- 
ing, building and testing of aeronautical motors. 
CThey have a large force of experienced designers v^^hose 
services are at the disposal of those desiring to develop their 
own ideas, and have facilities for conducting such work in 
strict privacy. 

CThey also make investigations of new^ devices and manu- 
facturing projects, and act as consulting engineers. 
Cin addition to the above they specialize in the calculation 
of stresses in structures, and conduct tests on the strength 
of materials. 

Landau, Moulton & Howe, Engineers 

Detroit Aeronautic 
Construction Co. 


Complete Light-Weight 
Aeronautic Power Plants 

4cyl. 30 to 40 H. P. 4i"x4i" 
4 cyl. 40 to 50 H. P. 5" x 5" 
6 cyl. 50 to 60 H. P. 5" x 5" 

For prices and descriptive circulars, just 
write to 

Detroit Aeronautic Construction Go. S'^KTa' 

In answering advertisements please mention this magazine. 


October, igio 

Price $400 110 lbs, Weight 

Rtjady to Hun, iiu'lutliiig 
Mfi^neto and C;j/-buretoj 

^ i . / 

Detrc^it Rotaero 


TwoV'ycle Rotary i 
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Hxtjiie of Gasoline En; 


/ ' Minimum 

At 1200 R. P. M. 

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ine industry 


Weight, Quality 
Horse Powiftr 





60-80 Horsepower - $1200 

Weight 160 lbs. 

30-40 Horsepower - $1000 

Weight I 10 lbs. 

CThe Ideal Motor for Aviation. Reliable, 
Perfectly Designed and Balanced. Dur- 
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And any lest you want under any conditions 


If you are not thoroughly satisfied with 
the motor in every respect 

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the motor question settled right, with greatly reduced 
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Tel. 3791 Bryant New York, N.Y. 


Hall-Scott Aeroplane Motors 

Simplicity — Lightness Strength — Cojnstant Power 

fjfr^*^ -«^ 1 ' TYPE A-1 

<!, Four Cylinders, .SO Horse- 
power, weight complete with 
c-arburetor, majiiieto and 
water pump, ISO pounds. 

TYPE A- 2 

C Eight Cylinders, (iO Horse- 
power, weigiit complete with 
carburetor, m a g n e t o and 
water puiTip, ,'2S.5 pounds. 

[C I'ight weight efficient ra- 
iators and laminated ehu 
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original design and maximum 

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818 Crocker Building 

In answering advertisements please viention this magasine. 


October, igio 

♦ X 

Lightest ^ Strongest Yet Produced 

60 to 120 H. P. 

Adopted by the 
largest aero- 
plane makers 
and acknowl- 
edged to be 
superior in 
finish and re- 

Compare them 
for power and 
weight. 456 
pound thrust 
with eight foot 
propeller, five 

foot pitch, at 1000 R. P. M. Get our catalogue and reference sheet 

THE EMERSON ENGINE CO. Inc. Alexandria, Va., U. S. A. 



Used by Leading Aviators. 

Light in weight — 
Strong and 


V^ariety of types and sizes 

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Send for Catalogue 19. 

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6 EAST 31st STREET i 

In answering (idvertiscincnt^ /^Icasc nicniioji this niaganinc. 


1.— J. J.! Frisbie, Flying. 

2. Shriver-Dietz Machine. 3.— W. L. Fairchild's Monoplane. 4.— E. E. Burlingame. 
5-6. Frisbie Machine. 7.- Harkness' Antoinette. 

t'. S. I'eets aud Ii. C Tcetor. of the Hudsou- 
I'ultoii Automol)ili' Co.. at 247 West 47tli stroet, 
Xi'w York, will shortl.v bi'^iu trials at-Mineola with 
a biplane, principally on the lines of a Curtiss. 
with Farmau t.vpe runuiny- gears. Messrs. P<'(>ts 
nnrt Teotor were members of the West 8iclo Y. 
M. C. A., aero class of li)09, with Will)nr R. 
Kimball as instructor. 

Will)ur R. Kimball is al)Out to begin the con- 
struction of an entirely new type of machine, 
after a year of laboratory worl\ and experimenting 
with the object of combining lifting power and 
th(> propelling force of i)ropellers in connection 
with i)lanes. .V model has been constructed and 
successfully tlowu that shows remarkable proper- 
ties of equilibrium and ease of control, and an 
increase in the thi'ust obtained from propellers. 

Frisbie New Mineola Star. 

.T. .T. Prisl)ie has been the sensation of the 
Mineola rteld. lie did not spend any time running 
around the ground, but attempted flight the lirst 
crack out of the box. and has been flying regu- 
larly every day. with the exception of the tirst 
half of September, when he arrived at Rochesiei'. 
He has proven to be one of the most apt students 
of flight that has been seen at Mineola. 


Krisliie first appeared in the aviation camp at 
.Mineola early in the s]iring. lie had a few luui- 

dred dollars and the determination to become an 
aviator. Someone offered to sell Frisbie an aero- 
plane, all right from the ground, splendid motor, 
etc. And Ifrisbie spent weeks that ran into months 
waiting for the demonstrating flight, — which 
never came. After a long time a machine was 
alleged to be assembled and a thing called an 
aeronautic motor was installed. The outfit col- 
lapsed after a run estimated at eighteen seconds. 
Frisbie had spent thirteen weeks and all his 
money waiting for it. 

He returned to Rochester with five cents in his 
pocket, a number of obligations, among them the 
support of a family. About the only thing he 
had left was determination to win out, and a lot 
of friends. 

After further weeks of trial he secured enough 
l)acking to insure the building of his own "plane, 
and he ordered an Elbridge engine. In less than 
a month he was ready for the air. and twenty-four 
hours later he had made five short flights. 

If the affair had been less serious. Frisbie's 
tirst flights would have been humorous. Advised 
not to leave the ground for at least a week, Frisbie 
started virtuously to run across the field to learn 
the use of the different controls, but he reckoned 
without the thrust of the 40-h. p. two-cycle engine. 
It never occured to him to throttle down, so in 
a few seconds he was bounding across the field at 
a terrific rate of speed : a piece of rough ground 
jarred bis arirjs enough to affect the front control, 



October, ipTo 


and less than half a minute from the time of 
all his good resolutions he was in the air, 20 or 80 
feet above the ground. He wavered, he wobbled. 
the machine slanted from the torque of the pro- 
peller; Frisbie had presence of mind to straighten 
np and to try to get nearer the ground. No diffi- 
culty about that ; he pushed the control forward 
half an inch and the machine dove for the ground 
like a falling skyrocket. Frisbie yanked back on 
the control to avoid the ground, and started up 
on an angle that suggested an attempt to loop the 

He landed unharmed, however, and started out 
again. Day after day he kept at it, practicing 
whenever the breezes dropped below 10 miles an 
hour. In two weeks ho had successfully accom- 
l)lished a 10-mlle cross country flight, flying two or 
three times around the fleld as a preliminary, 
and then, without descending, starting out across 
country and flying over the polo fleld at the 
Meadow Brook Club, circled over the Motor Park- 
way, passed over Westbury, and returned to the 
fleld in 14 minutes from the time he started. 

On another occasion, when Acting Mayor Mit- 
chell of New York visited the fleld, Frisbie made 
several flights in the rain. He also has made a 
flight of some miles after dark, and safely carried 
his son as a passenger on one of his early trips. 

At Ontario Beach Park, near Rochester, N. Y., 
on Labor Day, J. J. Frisbie made his first appear- 
ance as a professional aviator, just about three 
weeks since he made his first tentative flight at 
Mineola. There Mr. Frisbie, anxious to make good 
before his backers and fellow-townsmen, tried one 
of the most difficult things so far attempted by any 
aviator. The only place from which he could 
get any start was a bit of lawn about 200 feet 
wide, bounded by poles, a hotel, a merry-go-round, 
and sideshows; in front steep rollers piled them- 
selves on the beach, driven l)y a high wind. Not 
counting the people who crowded around the ma- 
chine, the actual space between material obstruc- 

tions through which Frisbie had to guide his 
■plane was exactly 40 feet. Minor embarrassments 
were two asphalt sidewalks he had to cross, each 
high enough above the level to smash the wheels 
on his flrst attempt to rise. Four times he started. 
and four times dropped into the lake, but the fifth 
time his nerve and perseverance triumphed and 
he rose safel.v to a height of 50 feet and sailed 
around the park, only to be again obliged to 
land in the surf because the dense crowd left nol 
a foot of space on the shore. 

After being fished out of the water the first 
time, the gasolene valve was found to be closed. 
The gasolene was turned on, and off the motor 
started. The Atwater-Kent coil was changed the 
next day for a magneto. One trial resulted in a 
smash on the sand, and he had to fly the next 
time with a split propeller patched up with tin 
on one blad". Vnother time the mo(or short- 
circuited itself just as he was out over the lake. 
The next time the iiropeller was smashed when it 
struck the water, lo prove that he can fiy, Fris- 
l)i(> decided to stay in Rochester until he could 
eitlu'r fly across the city or cross Lake Ontario. 

The Frisbie Machine. 

Tile machine of .T. .1. Frisbie is a close copy of 
tlie ("urtiss. The lower plane has L'GVi ft. spread 
l)y 4l^ ft. fore and aft. The top plane overhangs 
on each side 32 in. They are spaced 4% ft. apart. 
The bamboo outriggers front and rear extend 12 14 
ft. The double surface front control measures 
() ft. by 28 in., surfaces 2 ft. apart. The hori- 
zontal tail is 6 ft. by 28 in. The vertical rudder 
is 34 in. high by 28 in. the other way. The 
ailerons are 92 in. spread by 30 in. fore and aft. 
extend 8 in. in front of the struts, and are pivoted 
on the outer front strut. The engine is an 
lOlliridge 4-cylinder, 40 h. p. Two El Arco radi- 
ators are used, situated one on either side of the 

^r^^i- -ru[iE. 

Some Frisbie Details 


AnkOMAUTlCS October, 1910 


nam mas, 

By Cleve T. Shaffer 

Flies With 5 H. P. 

DONALD ir. GORDON, of Bostonia, Cal.. lias 
a biplane with which he has been, doing 
some remarliable worlv. The macliine has 
a 5 li. p. cyl. motorcycle engine, and with Uii5 
motor and a geared down propeller of his own 
manufactnre. he claims to have made flights of 
up to 500 ft. in length. As the weight of the 
machine complete with oi^erator is 380 pounds this 
would give a load carried per h. p. of 76 pounds, 
which is remarkable. The machine in general con- 
struction and detail remiuds one of the Roe tri- 
plane, inasmuch as the same low li. p. is used, and 
it has the same inverted triangular fusilage and 
general appearance. Following is a description : Top 
plane 20 ft., lower i.'4 ft., chord 4 ft. Distance 
between planes 4 ft. 4 ins. Angle of incident 
same on ground as in flight, abovit 7°. Planes 
are constructed with a view to automatic 
balance, and so far Mr. Gordon has never had 
an occasion to use the lateral stability device 
which he has also placed on the machine, even 
when flying across a 15-mile wind. He claims the 
machine would tilt to .'50° angle when struck by 
gust, but would right itself automatically. Cam- 
ber of chord. 2% ins. in 4S ins. Planes in three 
block sections, semi-circular rudder operated by 
foot lever, double front elevator, 32 sq. ft. area. 
Power plant, 2 cyl. Curtiss motor-cycle engine, cyls. 
314x31/4. weight 78 pounds with batteries and 
coils. Proi)eller, ft. diameter, 5 ft. 8 ins. pitc-h. 
cedar and spruce of ^Ir. (iordon's own manufacture. 
The motor is speeded to 2.100 revolutions and 
drives a geared down propeller at a little over 
seven hundred. Weight of machine complete 240 
pounds. Mr. (iordon's weight is 140 pounds. A three- 
wheeled chassis is used with a novel type of 

suspension of the two rear wheels. The two-leaf 
spruce strips with axle attached in center are 
pivoted at the front and are attached to skid at 
the rear by springs. Mr. Gordon's longest flights 
have so far been from 450 to 500 ft., which is the 
longest distance engine will run at full speed with- 
out overheating, which of course causes it to slow 
down. He is now putting in a cooling fan and ex- 
haust ports to keep the motor cool for longer 
flights. He is also installing a 7 ft. propeller to 
run at a slower speed than the present one. The 
fields are so rough around his vicinity that he 
claims that it is very hard to build a machine 
capable of standing the racking. lie has had very 
little trouble, however, beyond breaking a wheel 
or two. Mr. Gordon has also had considerable 
experience with gliders, having made in the neigh- 
liorlmod of 50 flights of about 150 yards in leng-th. 
In all of these, he says, he never had the sug- 
gestion of an accident and hardly broke a stick, 
reached heights of 20 ft. and flew in winds about 
15 miles per hour. lie uses an inclined rail with 
his glider. 

.1. E. Clark, of San Francisco, has a biplane of 
the new Farman type near San Jose, Cal.. in which 
he is said to have made some very good flights, 
the longest of about a mile. The machine is 33 ft. 
spread on the top plane and 21 ft. on the bottom, 
by (> ft. 3 in. chord. 30 ft. fore and aft, single 
laminated ribs. A Sommer type chassis is now 
used but will be changed to the four wheel Farman 
type. .\n Klbridge 40-60 h. p. engine drives direct 
an S ft. diameter propeller, 4 ft. pitch, thrust 
has not been measured. Bosch magneto is in- 
stalled. Lateral control is by shoulder brace con- 
nected with semi-circular ailerons l)etween the ends 
at rear of planes, and the rest of the conti'ol is 
similar to the Curtiss with the usual wheel. Curva- 
ture of ribs 1 in 14. Angle of incident on the 
ground about 6 or 7 deg. ; 5 deg. approximate 



October, 1910 

flying angle. Planes are covered with Naiad No, 
6 laced on in panels. Weight of machine com- 
plete 530 pounds. 

Charles Bradley, of the Paciflc Aero Club, an 
account of whoso large, high pitch, propellor test 
was in the September issue of Aeron.\uticSj, got 
off the ground, for a short jump, with his biplane 
on September 5 in the presence of your repre- 
sentative. The clutch would not hold, however, 
machine came down and ran into a ditch, the axle 
bent in a semi-circle but the "Camsc" wheels did 
not "dish." 

Mr. Bradley said that all he wanted to know 
was if he could get off the ground with his large 
propeller and small horsepower, and as he was 
successful in this, and the machine was of rather 
crude construction he demolished it and will now 
begin work on a new one. 

By Prof. H. La V. Twining 

In January, 1910, after the Los Angeles mid- 
winter meet, Chas. K. Hamilton went to San 
Diego, Cal., and spent three days flying on Coro- 
n,ado Island. On this occasion he flew across the 
bay and down the beach into Mexico and return. 
At this time Chas. F. Walsh, of San Diego, had 
a monoplane which he attempted to fly. Instead 
of flying, the machine ran into a fence and be- 
came a total wreck. By May 2, lOlOi, Mr. Walsh 
had constructed a biplane of the Curtiss type with 
which he is flying. Since that time he has made 
some 20,0 flights of 500 feet to 114 miles in 
length, reaching an altitude of from 10 to 80 feet. 
Mr. Walsh has modifled the Curtiss method of 
control, using a design of his own devising. The 
machine is etjuipped with a 40 h. p. Elbridge en- 
gine. The aeroplane weighs 380 pounds and has 
400 sq. ft. of surface. It spreads 40 feet from 
tip to tip. 

Mr. George Duessler has been making short 
flights in his biplane at the Los Angeles aerodrome 
where the Aero Club of California has its head- 
quarters. The flights average some 300 feet. On 
one occasion he covered 495 feet, just missing the 
winning of the Knabenshue cup. 

The wiruier of the cup must fly 500' feet under 
power in a machine of his own construction. He 
must also be a member of the Aero Club of Cali- 
fornia. The last of August Mr. Duessler blew 
out a cylinder head and is now repairing his 
engine. J. J. Slavin is also having trouble, 
but will soon be in shape to again try 
for the Knabenshue cup, after his accident of 
a few weeks ago. On this occasion he rose from 
the ground at too sharp an angle, to an altitude of 
25 ft., where the machine lost headway, resulting 
in a crash to the ground. Several members were 
broken and the running gear was smashed. Mr. 
Slavin escaped unhurt. Slavin has a 3 cyl. 30 
h. p. Elbridge engine. 

On August 28 the Cannon brothers towed their 
Curtiss biplane behind an automobile. The ma- 
chine rose some 10 ft. above the ground where 
it was maintained by use of its controls. This 
furnishes excellent practice, and as soon as they 
get their engine installed we can expect some 
flying. On several of their towed flights they car- 
ried a passenger. 

The Twining ornithopter, number 3, was given 
a trial last week. This model weighs 115 pounds 
and the operator 150 pounds, making a total weigh 
of 265 pounds. The wings are 12 ft. long by 
ft. wide, giving about 100 sq. ft. of surface. Moij 
powerful leverages were used in this model and 
good up stroke of the wing developed. 

The experiment developed a slight drive along 
the ground, and on one occasion it rose bodily from 
the ground to the height of one inch, upon the 
down stroke of the wings. Early in the trial one 
wing was l)roken so that it became flexible around 
its front edge. In this condition the wing drove 
the machine forward but lost in lift. 

This model is a great improvement over model 
No. 2, a lift of 205 pounds being obtained as 
against 120 pounds in the otliin- one. Larger 
and stronger wings will be constructed and an- 
other trial be made this fall. 

Hamilton Injured. 

Chas. K. Hamilton, flying for his own account 
a brand new machine on the style of a Curtiss, 
but fitted with a 100 h. p. engine built to order 
by Walter Christie, met with an accident while 
flying at Sacramento, Cal., on September 9. In a 
previous flight the machine was damaged, but the 
aviator unhurt. He was burned by the water 
from the radiator and severely cut and bruised. 
It is believed there will be no serious results. 


Pislier Aero Craft Construction Co., of New 
York, New York ; manufacture, deal in and lease 
air crafts of all kinds; capital .$100,000'. Incor- 
porators, P. .7. Fisher, Encoland S. Bates, Hie- 
ronimus A. Harold, all of No. 135 William St., 
New York City. 

The Standard Airship Co., Cleveland, T. P. How- 
ell and others ; .$5,000. 

Frankford, Ind., July 1.5. — The La Marr Aero 
Co., of Frankfort. Ind., organized to manufacture 
aeroplanes, $50,0((0. Officers are W. B. Adams, 
president ; I'erry Gable, secretary, and Fay Cress, 

The Standard Airship Co., of Columbus, O., 
$5,(100, for the purpose of building airships. The 
company will build and sell aeroplanes constructed 
under patents held by H. J. Sharp. Incorporators 
of the company are T. P. Ilorrell, C. A. Ricks. 
A. Y. Gowen, W. C. Saeger and G. B. Collins. 

Illinois Aviation Co., Chicago ; manufacturing 
amusement devices ; capital, $1,400. Incorporators, 
Leon S. Alschuler, Gabriel J. Norden, Chas. W. 

MacLeod Multiplane Co., Borough of Richmond, 
X. Y^ ; manufacture and sell aerial machines ; capi- 
tal. $10,000. Incorporators, Malcolm MacLeod, 268 
Columbus Ave., New York Citv. ; John T. Oates, 
703 Bay St.. Stapleton, N. Y. ; James E. For- 
rest, 276 56th St.. Brooklyn. 

The Aerovehicle Co., of Atlantic City, N. J., to 
manufacture and sell all kinds of vehicles for 
aerial transportation ; $125,000. Incorporators, 
James U. Greig and Samuel C. Fenner of Phila- 
delphia and Eli H. Chandler of Atlantic City. 

.Verocraft Co., Chicago, 111., $10,000; general 
manufacturing, comimercial, exhibition and trans- 
portation business ; Benjamin I. Gates, H. H. Aber- 
nathy, J. J. Zinn. 

.Vmerican Aeroplane Manufacturing Co. ; New 
York; manufacture and deal in aeroplanes, gilders, 
motors, etc. : capital, $100,000. Incorporators, 
Benj. E. Freed, 506 E. 188th St., New York 
City ; Peter J. Minck. 55 Beaver St., Brooklyn ; 
Stuart J. Lebach,,50 Morningside Ave., New York 

Atlantic City Riviera Parkway Ocean Pier Co., 
Atlantic City, N. J. ; to acquire premises to con- 
struct and operate aeroplanes, aerial transporta- 
tion syst(>ms, airships, etc. Samuel J. Clark, Ray- 
mond P.. Thompson and Graham Shaw incor- 
porators. Capital stock $100,000. 

Aerial .Manufacturing & Supplies Co., New Y'ork ; 
manufacture aeroplanes, gliders, automobiles, hyd- 
roplanes, etc. ; capital, $50,000. Incorporators, 
/Samuel Shethar, Great Neck, Nass. Co., N. Y. ; 
John Loughran, 155 2d Ave., Long Island City ; 
Chas. H. Stoll, 55 Liberty St., New York Citv. 

The Curtiss Exhibition Co., $20,000, Hammonds- 
port, N. Y. ; promoting exhibition flights with 
aeroplanes and the selling of aeroplanes for ex- 
hibition purposes. Directors, Glenn H. Curtiss, 

fome S. FanciuUi and Monroe Wheeler. 

Bath Motor Mfg. Co., Bath, N. Y., $300,000, tak- 
ing over Kirkham' Motor Co. 

Charliss-Wendling Automatic Aeroplane Co., of 
Houston, Tex., is being organized by C. F. J. 
iMiarliss and A. Wendling to manufacture aero- 

The Zodiac Sky Advertising Co., Narragansett 
Pier, R. I. E. Stuart Davis is president and 
Sydney S. Breeze of New Y'ork is vice-president 
and general manager. The directors of the com- 
pany are Edward S. Beade, James M. Satterflel(} 
and Benjamin Burgess Moore. 


AERONAUTICS October, tqio 



Asbury Park Meet Concluded. 

The flying by lii-ookius, lloxic, Coffyn and John 
stone proved so satisfactory to tlie Astniry l'arl< 
committee tliat tlie series of fliglits were continued 
up to and including August liTtli. Tlie m»^i't be- 
gan on August inth. 

To cover fully the various stunts performed by 
the Wright machines under the guidance of such 
skillful aviators would take <a number of pages of 
the magazine. From :', o'clock in the aftemoou 
till almost dark there was something doing ever.-*' 
day. Flights were made out to the ocean and 
back, to various nearby resorts ; on one occasion 
a landing being made on the Deal Beach Golt 
Links, the machine was started again and the 
return made. This flight was by Brookins and 
Coft'yn, a passenger flight. 


Walter Brookins. whose nose was seriously dam- 
aged when his machine was wrecked against the 
grandstand on the niiening day. was nut out of 
commission long. On .Vuu'ust L'.'id be shattered 
bis former record for a eiiMiplcft<' eirele by making 
one in ."ii/^ seconds. .lobnstone n ide numerous 
high flights, going up to .'{.(lOii feet: and many of 
the flights lasted ."0 to 45 minutes. 

4.0(»0 FKET nirjii. 

On the I'.Mb Ilii.xie and .Tohnslene eacli made 
moonlight flights with none for spectators save 
the birds, and they were asleep. In the afternoon 
of the same day Iloxie was np for ."iL> minutes, 
reaching an altitude of 4,000 feet. 


On two occasions novices were taken up for 
rides, only •'joy rides." as the aviators call flights 
of ten minutes or so. The publisher of Aero- 
N.viTics. K. r.. .Tones, was one of these two lucky 
individuals, and the star reporter on the New 
York Sim the other. Brookins took the former 
on the latest machine, minus the front control and 
mounted on wheels, up to 500 feet, sailed around 
the field a number of times, made two of those 
short circles for which Brookins is so famous, then' 
shut the motor off and slid rapidly to the ground. 

It actually makes one's heart alnwst stop beat- 
ing to see Brookins start his aeroplane downwards, 
tilt up on one corner and then make a hole in the 
air like a cork-screw in a cork ; but to Ik- a pas- 
senger on one of these whirls, find yourself slip- 
ping sideways off the seat, with the green grass 
showing in a nice little siiuare patch down be- 
low through the en<l of the phnie. is some ex- 
perience. The i)assenger is likely to wonder if it 
is not possible that on this one occasion a puff 
of wind may carry the machine just a degree or 
two l)eyond !>o, with a finale in, l>avy .Tones' locker. 

This is real flying and a passenger's sensation 
in a flight like tliis varies considerably from those 
in a straight -away a few feet off the ground. After 
such an expi'rience the passengt'r is likely to have 
considerably more r(\spect for the capabilities of 
I be exiiert l)ird-men. Yet one must consider that 
this was but a commonplace "joy ride," for the 
intrepid Bi'ookins is doing these stunts day after 
day, in his efforts to "demonstrate." as he says, 
"the practicability and safety of the Wright aero- 




October, igio 

Sheepshead Bay Meet. 


New Yorkers were given their first real aviation 
meet tlie last two weeks in August, at tlie old 
Sheepshead Bay race track by Glenn H. Curtiss. 
and his flock of birdmen. composed of J. C. 
("Bud") Mars, Chas. F. Willard, Eugene B. Ely. 
J. A. D. McCurdy and Augustus Post. 

Several experiments that proved the Heropla f's 
value in a new sphere were successfully accom- 
jpffshed during the six days the birdmen were 
flying at the field. 

The greatest of these was the wireless telegraph 
message sent from an aeroplane in flight by .1. .\. 
D. McCurdy to II. M. Horton, the designer and 
operator of a practical wireless outfit especially 
adapted for sending messages from an aeroplane 
in flight to a ground station. 

Next in importance, from a scientific standpoint, 
was i^he test for marksmanship with a regulation 
U. S. Army Springfield rifle, b.v Lieut .Jacob 
Earl Fickle, 29th Infantry, who fired and hit a 
target placed on the ground while aloft a hundred 
feet with Glenn H. Curtiss. 

The meet opened on Friday, August 19, tand was 
originally intended to last but Saturday, August 20. 
and Sunday. August 21. Due to the success of the 
first three "days the meet was extended and lasited 
three additional days of Friday, August 26th and 
27th, closing on Sunday, August 28th. 

The opening day was featured by the number 
of passengers carried by Curtiss and Mars. A 
representative of every New York daily newspaper 
was given a ride either by Curtiss in his Hudson 
Flyer or by Mars. 

It was on one of three trips when he had 
Frank D. Caruthers, a well-known New York news- 
paper man, as passenger, that aviator and pas- 
senger all but came to a disastrous finish. Mr. 
Caruthers has the distinction of being the heaviest 
man ever carried as a passenger in a Curtiss 
aeroplane, his weight being over 195 pounds. It 
was this fact, however, that nearly resulted in 
an accident. 

As in all his passenger flights Mars started ai 
the upper end of the field and after a short riu 
flew gracefully to the lower end. Instead of sto/) 
ping there with Mr. Caruthers. Mars deterniin/'d 

to make a turn and land his passenger at the 
starting point. 

Half way around an extra stiff puff of wind 
caught the heavily-weighted aeroplane and in an 
instant the machine was thrown almost on its 
side. For fully a minute there followed a pretty 
bit of air jo keying. It required all of the skill 
of Mars to regain control of his pitching, tossing, 
tumbling machine. Experienced aviators on the 
ground held their breath at the sight and when 
Mars finally succeeded in weathering the storm and 
brought his machine safely to the ground he was 
greeted with a round of applause. 

The flight, which was Mr. Caruthers' first trip 
in an aeroplane, had not impressed the passen- 
ger as it did Mars. Caruthers, when he finally 
climbed out of his seat to the ground, confessed 
that he had failed to realize the danger he was 
in while Mars was having his struggle in the 
air. The real danger to Mr. Caruthers appeared to 
be at the moment of landing when the aeroplane 
hounded over the ground. 

In addition Mars took his wife, Mrs. Ely, wife 
of .Wiator Ely : .Joseph Pulitzer, .Jr., of the New 
York Worhl, and Capt. H. Kerrick of the U. S. 
Army, and others, for a short .I'oy ride through 
space. Willard also took up passengers. 

On Friday, the 19th, four machines were in 
the air over the same field, and all flying in the 
same direction. 

On August 20. Lieut. Fickle, in service uniform 
with a full round of Ijall ammunition, first made 
<i trial flight with Mr. Curtiss to determine if 
the viliration of the aeroplane would destroy his 
aim with a rifle. Finding that it would not, he 
placed a target in the center of the field of about 
three by five feet in size. 

Then as a passenger with Mr. Curtiss he soared 
about 100 feet and fired downward while directly 
oyer his target and struck near the edge of the 

/ Notable was the sending of a wireless telegram 
/by McCurdy on August 27th, from his aeroplane 
• while high over Sheepshead Bay, to II. M. Horton 
on top of the grandstand at the track. The 
message was received by Horton on the top of the 
grandstand and handed to the group of newspaper 

In order to develop the aeroplane wii'eless Mr. 
McCurdy and Mr. Horton since the meet have been 

J, C, Mars and F. D. Caruthers 



October, igio 

at the Curtiss factory, at Hammondsport. N. Y., 
whiTo thoj' have been making daily trials with tho 
wireless apiiaratiis. which has resultpd in unusual 
results, messages liaviuji been sent as far as five 
miles to tlie stationary set from the aeroplane 
in flight. 

When the final tests had been made and Mr. 
McCurdy was ready to make a flight and try out 
the instruments he was given what was destined 
to be the first wireless message ever sent from an 
aeroplane. It had been written by Mr. Caruthers 
at the request of ^Ir. Curtiss a week before. Mr. 
Caruthers has carefully preserved the original of 
the message wliich he prizes as one of his most 
valuable possessions. 

The flights on August 26th were featured by 
the narrow escape and sensational flight made 
by Augustus I'ost. the amateur aviator, in a 
Curtiss biplane when he hurdled two fences and 
made two complete short circles at the end of the 
field when he avoided a fence after a beautiful 
flight across the race track. 

Post had never been up very high before, nor 
had ever made a complete turn. He is the latest 
Curtiss pupil. 

Eugene P]ly, Mars and McCurdy broke honors 
even, on Saturday, the 27th, Ely by flying the 
longest and the highest of any aviator during the 
entire meet and winning the trophy given by the 
Manhattan Beach Hotel for being the only aviator 
to fly over the bay to the hotel and alight on the 
beach, go in for his dinner and return to the 
field late in the evening. 

Company. A receiving apparatus was placed at 
the top of the grandstand at the track and a 
.sending ai>iiaratus was secured in the machine and 
placed just behind the seat. It weighed about 
2."> pounds. The sending of the message was 
done by J. A. D. McCurdy while in flight in his 
four-cylinder Curtiss machiue. Mr. McCurdy was a 
wireless expert himself and will be remembered 
as on* of the members of the Aerial Experiment 
Association. . '' 


"The telegraphic key was fastened to my steer- 
ing wheel and was easily operated. For a ground 
wire from the machine, we used a wire about 
50 ft. long, which, after I got well into the air, 
was thrown overboard and allowed to dangle be- 
hind the machine, with the one end fastened to 
the apparatus. The antena consisted of the guy 
wiring of the machine so that the whole system 
was very simi>le. I made certain definite signals 
(certain letters) which were easily iiieked np by 
Mr. Ilorton from his position on the grandstand. 
I flew away for a distance of about two mil(>s 
and circled at an elevation of about 700 ft. and 
within this distance the instrument worked ex- 
tremely well. So far as I know, this is the first 
time that such an experiment has been performed 
and now that it has been already done, it will 
probably be tried extensively by Governments 
abroad. Mr. Horton came up to Hammondsport 
from New York and he and I have been trying 
the wireless from the aeroplane here ever since, 
and have made very satisfactory tests."' 

Another chaptex i»i aerial achievement is lecoxded an the sending 

of tills wixelesfi message i^OTn an aeroplane. «^ 


Mars on this day hurdled all of the steeplechase 
hedges in succession in his aeroplane and also 
qualified for his aviator's license. 

On the early morning of the 27th he dropped 
into the Lower New York bay from a height of 
500 feet, in his eight-cylinder machine, and was 
rescued by the wrecker Hustler and taken into 
Seagate, L. I. The accident was due to a short 
circuit of the magnate, when the oil push rod 
came in contact with the cut-out. 

Mars started from Sheepshead I'ark. flew out 
across thi» marshes towards Rockaway. then turned 
and flew over the ocean, passed- in front of the 
Manhattan Beach Hotel, down past the lower end 
of Coney Island, at Sea Gate, then turned u|) the 
l)ay and dropped in the water between Swinl)urne 
Island and the Atlantic Yacht Club. Tli(> distance 
was about 8 or 9 miles. 

The same afternoon at the Sheepshead Bay meet 
he took Mr. Post's machine and made three flights 
of five kilometers each, which qualified him to be- 
come a licensed aviator. 

The closing day of the meet was cold and dreary 
luit the four thousand who braved the elemenis 
in hope of seeing some flying were amply repaid. 

Long cross-country flights by Ely and ilars were 
the features, although Augustus Post furnished 
further thrills about simdown, when in a closing 
flight he could not see a fence at one end of the 
field and landed astride it with slight damage 
to the plane. 

During the meet the aviators flew every day 
as scheduled regardless of wind conditions, and 
Mars who was at the track a week in advance 
of the opening of the meet flew every day for four- 
teen consecutive days regardless of wind or weather 

Wireless Messages Sent from Aeroplane. 

The wireless experiments at Sheepshead Bay 
were conducted by II. M. Ilorton. former ^wire- 
less expert and chief engineer for the De Forest 




Capt. Geo. A. Wieczorek, U. S. A. 

THE question of whether or not wireless 
receiving set could be utilized to advantage 
on aeroplanes has been frequently brought 
up. So far as known, no attempt to use 
wireless in this manner has yet been made. At 
the Chicago automobile show a wireless system 
was installed in the army aeroplane which was 
used as an exhibit there, but it had never been 
operated during a flight. Successful results have 
been obtained operating a moilel dirigilile, steering, 
stopping, starting, etc., by M. O. Anthony, as 
has been previously described in Aeronautics. 

An inquiry was made by this magazine of 
Captain George A. Wieczorek, of the Coast Artil- 
lery Corps at Fort Terry, N. Y. In reply he 
says : 

"Having followed the progress of wireless pretty 
closely for the past eight years, it appears to 
me that it would be rather diflicult to get any 
I)racfical result on account of the proximity of 
the spark in the cylinders of the engine. You 
see. the constani discharge taking place would 
s(-t up a rattle in the receiver which would be 
practically continuous on account of the rapidity 
with which ihe exjjlosions take place. 


"I believe, however, that it might be possible 
to arrange an apparatus on an aeroplane and to 
iluis guide its movements from the ground some 
distance awav. In Cul)a several years ago I 
liad an apparatus set uji only a few feet from 
an engine which used an electric spark to ignite 
Ihe gas in the cvlinder and after a little practice 
I had no difficulty in reading signals from Key 
West, or, miles off. while the engine was running. 
'•An aerial for receiving could be easily and 
cheaplv rigged up on an aeroplane and the lead 
from it could lie run through the receiver and 
grounded on the runners or steel spokes of the 
Set in type for the September number but crowded out. 


October, 1910 

Exhibition Flying About the States. 

Warehouse Point. Conn., Aug. 17. — Charles F. 
Willard (CurtLs.s) made several flights here this 

Bradford. Pa., on August 23, saw good flying by 
Willard. The grounds were excetnlingly dangerous 
Mild the last flight ended in a damaged machine. 

(ireenfleld, Mass.. Aug. 27-20. — Willard filled the 
(ireenfleld date, with his large ("urtiss machine 
making four fine flights, flying each day. lie flew 
over the trees and the river and nearby settle- 
ments, and carried a passenger on two separate 

Hartford, Conn.. Sept. 5-9.— The flying at Hart- 
ford was of the usual Wright efficiency and con 
sistency. and the meeting was entirely satisfactory. 
Frani^ "CofCyn filled the engagement witli loii-i ;iiiil 
interesting flights. 

Lincoln, Neb., Sept. 5-10.- -Arch. Hoxsey 
(Wright) endeavored to fill a most difficult con 
traci for flights between the hours of 1(» and 12 in 
the morning, as well as two hours in tlie after- 
noon. He found a small infleld of a half-mile 
race tracl< surrounded entirely by barns, grand- 
stands and trees, as a place for him to fly. In an 
endeavor, on the second day. to satisfy a large 
crowd, he went up successfully, luit in landing was 
carried over against a barn and descended some- 
wliat precipitately. Ho was not iniured. but the 
main planes of the machine were badly damaged. 

Minneapolis, Minn.. Sej)!. .T)-1I). — Conditions very 
similar to those at Lincoln were found here. How- 
ever, Iloxsey came on from Lincoln and flew, to the 
great satisfaction of all concerned, completing the 
engagement which was interrupted by Welsh's poor 
landing. The weather was bad and there was but 
three days of flying. .T. C. Mars represented the 
Curtiss type of machine. 

Milwaukee, Wis., Sept. 12-16. — Arch. Hoxsey 
pleased the crowds at Milwaukee, though handi- 
capped by poor grounds. He made a spectacular 
flight on the opening day, going up 800 ft., cut- 
ting figure eights, diving, etc., in a 20-mile wind. 


The flight of Hoxsey"s Wright aeroplane at the 
State fair on Sept. 16 resulted in an accident in 
which eight persons, five women and three men, 
were injured. The machine swerved sidelong from 
its course above tlie racetrack and plunged into the 
crowd in front of the grand stand. 

The aviator was uninjured and the aeroplan(> 
was only slightly damaged. 

Parkersburg, W. Va. — P. O. Parmelee, a new 
Wright aviator, filled an engagement here between 
the 6th and 10th inclusive, as a part of a celel)ra- 
tion of a home-coming week. Upon arrival. Par- 
melee found that the small racetrack was not very 
adequate for flying, and he therefore selected an 
outside field for some work. This fact, however, 
did not prevent him from doing all of the flyiii'4 
vyithin the small track, with the exception of but 
one day. On the last day of the exhil>ition he 
flew down the Ohio River and out over the town, 
returning and landing within the small infleld. 
The Parkersburg committee wrote daily, express- 
ing their delight and wonder at the wonderful 
exhibition Mr. Parmelee was able to afford them. 


Charles F. Willard filled dates at St. Johns- 
bury. Vt., Sept. 1."). and at Ilolyoke, ]Mass.. Sept. 
17-18. On Sept. 5-6 Eugene B. Ely flew at Kala- 
mazoo, Mich. Augustus Post was at Canton, N. 
Y., Sept. 13-16 ; J. A. U. McCurdy at Syracuse, 
N. Y., Sept. 12th. : E. B. Ely at Rock Island, His., 
Sept. 12-17. 

Aviator Eells. of the Kirkham-KcUs .Aeroplane 
Company, at Bath. X. Y.. made very successful 
flights before ten thousand people at the Naples, 
N. Y., fair on September 15 and 3 0. The m.a- 
chine, which is e(iuipped with a Kirkham 25 to :U\ 
h. p. 4-cylinder motor, gave evidence of extraor- 
dinary speed. 

Chicago-New York Race. 

There are ten aviators officially entered for the 
Chicago i-'o.s-f-New York 'J'iiiies Chicago-New York 
race for the !|;25,0()(> prize r)etween the 8t!' and 
15th of October. 

Those entered are .T. C. jNIars, Glenn II. Curtiss 
and C. F. Willard. flying Curtiss machines, and 
either McCurdy or Ely in addition ; Capt. Thomas 

S. Baldwin (Baldwin), James Radley of England 
(Bleriot), Todd Shriver (Shriver-Dietz), Joseph 
Seymour (Curtiss). Charles K. Hamilton (Curtiss 
type ) . 

The winner of the $25,000 will be the man who 
first arrives in New York, provided he is there by 
the 15th. Starts may be made any rim.e after 
sunrise on Octoljer Sth. 

-Vt Chicago, from the 1st to the 7th inclusive, 
exhibition flights will bo conducted by the Chicago 
Evenuiti /', in which the competitors in the race 
itself are required to take part. The aviators 
will l>e given a percentage of the gate receipts. 
Th(> first two days are open to anyone, but the 
remaining ones will be devoted to the flights of 
only those who are actually starting m the race. 
Sixty per cent, of the proceeds from these exhibi- 
tions will l)e given the aviators taking part in the 
race itself, as follows : The aviator who reaches 
Xew York first or the nearest point to New York 
in the time set for the race, will receive of tliis 
t;n per cent, a share amounting to 40 per cent. ; 
(he second l)est man gets 20 per cent.; the third, 
15 per cent., and the remaining 25 per cent, is 
divided pro rata among other contestants, with 
the provision, liowever, that no one of these •"also 
rans" shall gel more than the 15 per cent, allowed 
the third man in the race. 

International Aviation Tournament. 

Arrangements for the international aviation 
tournament, October 22-30, have at last assumed 
definite form, and energetic effort is being made 
to make the big meeting at Belmont Park the 
most succes.sful event of the kind ever given in 

The subscribers committee has raised about 
^:125,()IM> in popular subscriptions, and both the 
funds and the general business management of 
the meeting have now been turned over to the 
.\ero Corporation, Ltd., which in turn has named 
several committees to take charge of the general 
work of organization. Allan A. Ryan is made 
chairman of the committee on arrangements and 
becomes the nractical business head of the meet- 
ing. J. C. McCoy, as chairman of the committee 
on aviation, has charge of the programme, pro- 
curing of the aviators and all things that pertain 
to the sporting phase of tlie tournament. 

Cash prizes to the amount of .$5(i,0(Mi are offered 
and in addition to this a protit-shariug arrange- 
ment has been decided upon whereby tlie aviators 
will get a large part of the net receipts of the 
meeting after deducting the necessary expenses. 
I'nder this arrangement the aviators will receive 70 
per cent, of the first .$100,000 net profits, and 40 
per cent, of all sums over that. The managers 
are assuming that with good weather and normal 
attendance there will be something like .$ 
to be divided among the aviators under this plan. 

General liusiness lieadquarters of the tournament 
have l)eeu opened in the Fifth Avenue Building 
at Fiftli .Vvt^nue and Twenty-third Street, and a 
force of experts and clerks are at work tliere put- 
ting tilings into shape. 

Belmont Park is undergoing such transforma- 
tion as is necessary to make it suitable for the 
airmen and the big crowds. All obstructions have 
l)een removed from the infield where a two-and-a- 
half kilometre course is being laid out for the 
general events. .\ five kilometre course for the 
Gordon Bennett trophy race will extend outside 
of the park to tlie east, l>ut the start and finish 
of all events will take place directly in front of 
the grandstand. 

The (iordon Bennett international race, which 
will doubtless be the banner da.v (if the meeting, 
will occur on October 21). and the elimination 
trials for tlie selection of the American team will 
probably take place October 26. Coming as it does 
after the close of all other meetings here and 
aliroad. it is expected that the list of entries for 
the .foO-OOO prizes will be large. Nearly two 
montlis before the opening of the meeting, it is 
said by the management, that applications had 
be(m rec(Mved from a larger number of foreign and 
.\mcrican aviators than have ever appeared at any 
.\.m(>rican meeting, and liy October 15. it is expected 
that the aviation committee will be able to close 
its books with as interesting a list of airmen as 
have ever appeared at any one meeting. 

For the Gordon Bennett contest France has al- 
ready named Alfred Le Blanc, Hubert Latham 



October, ipio 



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Paris Representative 

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London Representative 



In answering advertisements please moition- this magazine. 

ARkOUAUTiCS October, 19 lo 


The Aero Club of St. Louis 


November 17th to 24th, 1910 

Complete Exhibition of Aeroplanes, Dirigibles, Sphericals, 
Parts, Supplies, Accessories and All Articles of a Kindred Nature 

I 'HE BUILDING contains over 38,000 sq. feet of floor space, this has been 

laid out to give the public 1-3 and the exhibitors 2-3. More than half the 

exhibition space has already been taken, but we wish to show our visitors the be^ 

variety possible — so we would appreciate and do solicit communications from all interested. 


Coliseum Building :: :: :: St. Louis, Mo. 

Ill (uiswcvnuj advcrtiseincuts please .'ncntioii this iiiagaciiu 


October, 1910 

and Rene Labouchere England has officially Aero Calendar of the United States. 

named as the British team Claude Grahame- uimv-o. 

White. James Radley and Alec Ogilvie. In addi- Si>nt i<i -^-i Ti„trr>it An^ii w,.; i,t , ■ * i- 

tion to these there are severaf other foreign s ' t ^'o"' >"" P nlh/n" Pnhl ' iin " ,. n'fV''-- • 

aviators \Yho have made application to be entered Gill biplane"""^ ' '^ Beachey m 

for participation in the general events. Ilenrv ^(>nt- on oj. vii,-,vif,i„.., i>., i r>i,-i a i i- ^ 

\v<.vrn.inTi nnH T A i-moti-^no- Fii-oi-.,! t«-r% n-oii f'tpT. JU-_4 — AilentowH, I'a., (o Philadelphia and 

We.Mnanii and J. Aimstiong Diexel. two well- i-oturn. J. A. D. McCurdv (Gurtissi 

known American aviators, have sent over from op,-,f 01 nioan v v flsJi^t , 1 l^••Il 1 .,. 

Europe their entries for the meeting, and it is tiss) -!•— Olean, N. \.. flights by ^^lllMl■d (( ur 

quite likely that they will enter in the elimination '^ept. 21-22— Roanoke, Va.. E. P.. Elv (Curtiss) 

trials for the Gordon Bennett. Glenn II. Curtiss. senf •>•> og TCnAwiiiV. x,\„n \v,.r,i,<^ ,, '.i 

II T i- .n J- 1 4- 4 • 1 1 J? oipi. _.i-zo — ivno\\iiie. i(^iin., \\ rmiit a\ latois 

who brought the trophy to America, has been of- "iiil ■nlit. 3[i P hilnr l i I nh in ( ' l" \vill;4i' 1 ! r r - 

fered the jjrivilege of heading the American team tis's) I'uiii. rrrrraia ( c ut^ 

without taking part in the eliminatory trials, and i<^,\t •>,■ o^ t, .„„♦,.„ x- t «•■.,•, i,*^ • . 

. f. 1 4 li • iv • 2. -n . 4- „ •£ J.I I oepi. — o-.jf — j-ienion, a. j., w liulit iivialors 

if he accepts this ofter it will intensify the rivalrv ^J,,t- 07 qh Rn^iiowt..i- v ir w.'P i>V „ ■„/ 

among the other American aviators for the other Sept 27-30-PoiShke^^^^ 

LW O piaCGS. ti^^ t 

Large sums of money are to be spent in adyer- '^^^J^^ 28— Montevista, Cal., Ilillerv Beachev in 
tismg the meeting m all parts of the countrv, (^m biplane <-«>-">:■.' 
and the managers are preparing for the greatest ' Sept. 28— Boston. Mass.. ('has. E. Willard (Cur- 
crowds ever assembled for any sporting event m tissi ^ ..... i . ..nicnu vv^ui 
the vicinity of New York City. "^-^ -B-Oid—l «elena Mont I C AFars 

Curtiss has still another new machine in the n,,/ -VT^rhr^rT^i 11 ^^^ i.;.' „„t, ,;* 

background in anticipation of .the proper turning ,, '(^^^iS^ew^Y^-k ' ce.' and ' b?" oth rs "'^ "''"' 

rangements as regards" the race. It' the Aero ^^^- jllDaSr L^ n E B I-Tv (Cu-tiss) 

Chil) makes arrangements which, in his opinion w « - w.;ci!?,;oh^ fi/'xv^^^^^ 

will permit him with dignity to be one of the WH' "•^s'^no^nn! Vv-!^ h" \^l T> V? r^nviv 

defenders of the cup. it is pr6phesied that Ci -tiss (CurtissT Mcturdy 

will be on the job with a machine expecti 1 to ri^t- q <j n;«i,,.,.^,.,,i a-, w..;„k<- „..:„+«,. 

beat anvthing yet. In any case, it is pr ■ ible n^^ ^/-^^','^n.^^,o'^;,)i ''\m In^ 

J. C. Mars will compete in the e v <ected eli nina- (jui'LtakT ^ Beachey in 

tion trials for the selection of the American team. ' ,,„4. ^p , .^' -o ;.. r,, ,•„„■!, ,.,, \i, w ■ 1,+ „ -^^ 

There are available for this team those holding j" 2"i?,"~r '^«°^ x^'": v Ivi: ^Mf aviators. 

pilot c.rtificates of the A. C. A., the self-constituted ^ |iV~i/"nT« ai. l^JT , ■ 

inrloo of ono's qbilitv to flv *'^*^- 818— ^f- Eouis. Mo., aviation meet in con- 

'"The tiing'lsni^t'^f pilots to whom the ^^^a^^Srs''nd'S^"""' '"''"°" '""' = 

^.^'t to^SeiSS 1'"^ """^'^^ "^■'=^^^"" ^'^n^:^.r:^^\^:, E. B. Ely (Curtiss,. 

licenses up to ^epremDel 1. ^^^^ 17— St. Louis. Mo., Gordon Bennett bal- 

Glenn H. Curtiss. Wilbur Wright. loon race. 

Frank P. Lahm. Clifford B. Harmon. Oct. 22-30— Belmont Park. L. L, international 

Louis Paulham. Capt. Thomas S. Baldwin. aviation meet, including (iordon Bennett aviation 

Orville Wright. J. A. Drexel. race, latter on Oct. 29. 

.T. C. Mars made a successful attempt for an Oct. 28-Nov. 1 — Macon. Ga.. Wright aviators, 

aviator's license at Sheepshead Bay, which license Nov. 2-12=— Philadelphia. Pa., aero show of 

he will no doubt be granted at the nest meeting Pennsylvania A. C. 

of the governors. Tod Shriver has also complied Xov. 17-24— St. Louis, Mo., Coliseum aero show, 

with the rules. 1 )ec.,'i-S— Aero Show of A. C. of Illinois. 

Capt. Thomas S. Baldwin has Iiegun the con- 
struction of an aeroplane in the anticipation of Thirteen Balloons in Indianapolis Race 
being one of those to defend the (Gordon Ben- 
nett cup. Indianapolis, Ind.. Sept. 17. — Drifting northeast 

New York, Sept. 18. — The prn.;iaiiimi' of events , from this city are thirteen lialloons. Nine of 
for the international meet at P.clniont Park were,/ them are sailing to win a chance to represent 

announced today. / America in the International Balloon Race at St. 

The summary of the pr();.;ra!!:ui(' for the mert Louis, on October 17. and four were entered in 

follows : ' ^ ' the free for all event for a diamond studded cup. 

(i..rdon Bennett Internal ional .$5,000 . I'i'^t .John Berry of St. Louis, who won the 

Gordon Bennett Eliminalion 1,500 American championship race last year in the bal- 

Totalizatiou of duration (i.OOd '"<;n University City, entered in the free-for-aU. 

(Jrand speed. 4.500 t 'le National championship entrants are 11. E. 

(Jr'ind -iltitude "! 000 Iloueywi'll, St. Louis. "St. Louis" : William T. 

Fastest flight— ten kiloni.^ters.' .:.';::::;;:.■ i'.idOO .Vssmann. St. Louis "Miss Sophia"y Louis von 

I'asseuo'er carrviu" :! OOO I hul. St. Louis, "ilillion Population Club : .T. H. 

Cross-country " 1 700 Wade, .Ir., Cleveland. "Buckiyc" ; Clifford B. Har- 

Cross-countr'y passeng'ercariyiui ! '.'.'.'.'.'.'.'.'. 'I'mO "ion- ,^"''W York. "New York" : Alan R. Hiiwley. 

Kilometer strai"-htawav -^ 530 ^''^^' \ork. "America ; .Vrthur r. .Vtherholt. Phila- 

" ' ■ "'' N. Y., "Iloosier." and C. (J. Fisher. Indianapolis. 

'Pi,j.^l !<3:?.S50 delphia, "Pennsylvania"; Cliailes Walsh, Kingston, 

ii\iiv "Indiana II." 

Dailv lolali/.ation of ' durat ion- S days. , The free-for-all race <'ntrants are Capt .7ohn 

$850 each .i;(;i.800 I erry. St Louus "Lniversity t ity : II. W. .Jacobs. 

jdiiCY Popeka, Kan.. "Topeka : Alliert Ilolse. Cincinnati. 

Hourly altitude, i:! houisV.$4(iO rach .$5,200 "Urifter," and Dr. L. E. Custer. Dayton, "Luzerne." 

Hourly distance — 7 hours. $400 each 2.800 • , t^ n -n 

Hourly speed— 5 hours, ,$400 each 2,000 International Balloon Race. 

Total $10,000 For the Gordon Bennett balloon race at St. 

Louis on Oct. 17, the following forekn entrants 

General jirizes $:>r!.850 have been named : '^ 

Meelianics' general prizes LOOO Germany. — Hauptmann von A bci'CVOP ; — Lieut. 

Dailv prizes 10.000 _iJ*S<-. Ini;enieur Hans Gericke. 

Ilouily prizes Switzerland. — Colonel' Schaeck and Camain 

:\lieheHn prize 4.o(m> Messiier. i <f 

SciiMitiflc American t ropliy I'rance. .\. Le Bl^c and .lacques Faure. 

Le Blanc was a French rei)resentative at St. 

Total $55,650 Louis is 1007. and Yon .\bercroii represented <!er- 

To better the pres(>nt standing in the lOlO many. Col. Schaeck won tb(> lOdS rare for Swit- 

Michelin contest one will lia\c> to beat 244 miles zerhind. and estal)lished a world's duration record 

and a duration of 5 hours and '■) iiiiinites. of 72 hours. 



October, tqio 


Lamson Issues Notice of Infringement. 

Becker & Hlakcslee, attDrncys for Charles II. 
Ivamson, of I'asadena, Cal., have sent out a letter 
to various makers aud dealers iu aeroplanes, de- 
manding that the recipients cease making, selling 
or using flying machines. The principal claims of 
the patent, witli drawings, were printed in the 
July, 1910, issue of AERONwrTics. The letter fol- 
lows : — 

"This is formal notice to you of the 
issuance of Letters Patent of the United 
States, number (>6G,427. dated January '22. 
190], to Cliarles II. Lamson. which said 
letters patent you are infringing, in 
making, using or selling flying machines 
or mechanism or apparatus for navigating 
the air. We are directed by Mr. Lamson, 
tlie patentee, to demand of you and your 
agents, attorneys and servants, that you 
and each of them cease and terminate 
any such act or acts of infringement of 
said letters patent, or acts of infringe- 
ment of said letters patent of any nature 
whatsoever, and that you and each of 
tliem respect said letters patent and tlie 
monopoly and rights thereby granted and 
awarded to said patentee. Suit for in- 
fringement of said letters patent is now 
pending against the Wright Company, of 
Dayton. C)liio, and furtlier suits for in- 
fringement of said letters patent will in 
due course of time be instituted against 
other infringers; and the court will l)e 
asked to cn.join any sucli act or acts of 
infringement, and to award to said pat- 
entee the damages and profits involved in 
aud flowing from any such act or acts of 
infringement, and to grant such further 
relief as may in eaeli instance be proper 
and warranted by the facts. 

"Pending adjudication upon said letters 
patent, and in order that no person, firm 
or corporation engaged in truly promoting 
tlie .sport and art of aerial navigation may 
be barred or interfered with in such 
(>fforts. we are prepared to issue proper 
licenses covering tlie manufacture, use, 
sale aud attendant activities involving the 
use of the invention covered by said let- 
ters patent. Tlie initial payments on ac- 
count of royalties or license fees in con- 
nection with the issuance of such licenses. 
will be nominal in each instance : and the 
payment of the balances on account of 
such license fees and royalties will be 
made conditional upon such adjudication 
of said letters patent as shall amount to 
a determination of the validity thereof." 
"Very respectfully. 

"Becicer & BLAKESr.i;K. 
"Attorneys and Counsel for Chas. H. Lamson." 

National Council of A. C. A. Issues By-Laws. 

The National Council of the Aero Club of Amer- 
ica has issued its first booklet. Full details of 
the organization of the Council have already been 
given in Aeronautics. 

The clubs now belonging to the National Coiuicil 
l)ay .$:;."( a year dues and .$1 for each member. New 
clubs joining the Council must pay an initiation 
fee of ,$50 and ,$1 for each member. Though, if 
admitted between .January 1st and July 1st. the 
rate is but 50 cents for each member. 

It seems more than ever ai)parent that the whi|i 
hand is with the Aero Club of America, as one of 
its oflicers announced at th(> tinn^ of the formation 
of the new body. The by-laws provide that the 
chairman of the Executive Committei' be named 
bv the Aero Club of America, and in addition, the 
Clnl) has the privilege of naming another voting 

reiiresentative ; the otlier tliirteen composing the 
I^xecutive Committee being made up of the other 
members of the Council. The Executive Committee 
has complete control of affairs between semi-annual 
meetings of the Council, and the chairman exer- 
cises executive powers between meetings of the 
Executive Committee. 

Following out the up-to-tlie-present-existing pol- 
icy of the Aero Club of America, to have the whole 
say so far as possible in matters aeronautical, the 
lilan of the National Council is to have but one 
elub in each State a member of the Council ; that 
club in turn to have afliliated with it the local 
rlubs of its State. The exception is made, how- 
cn^er, of the clubs represented at the organization 
meeting. As many clubs in one State or Territory 
as were represented, are now members of the 

Th ^ Contrst Committee has made out a very 
comr' 'e s( t < I conditions to be observed by those 
proni/'ng r 's. though there is no case on record 
where these I've been complied with as yet. One 
particular rule of interest provides for the )>re- 
venting of any performance by a contestant refus- 
ing to conform to the rules and regulations of the 
National Council, and the inflicting of penalties 
and disfiualiflcations. 

The Contract and License Committee is to keeji 
in touch with the qualifications of all professional 
and amateur aeronauts and aviators and to seek 
to induce them to apply for pilot licenses. 

The Academic Committ((< is supposed to be con- 
versant with the work done by the various gov- 
ernments, schools and laboratories, and to co-oper- 
ate with educational authorities "with nower to 
recciv(> donations and confer medals." The Aero 
Club of America has always been gratifyingly 
active in the awarding of medals, certificates of 
merit, the holding of banquets and particii)atini; 
in other strenuous labors. Perhaps the most im- 
portant committee is the one on publicity, among 
whose duties is the furnishing of news items to 
the press. 

Every affiliated club is entitled to one voting 
member in the Council, though another representa- 
tive is provided for and allowed the privilege of 
attendance at all meetings and the riglit to debate 
l)ut no vote. 

T^romoters of meets or exhibitions are asked to 
]iay a fee of .lilOO to cover the first two days of 
tile meet and .$50 for each additional day. 

Wheels on the Army Aeroplane. 

Through the kindness of General James .Vllen. 
Chief Signal Officer of the Army, we are able to 
furnish some interesting details of the wIk'cI ar- 
rangement on the Army aeroplane. 

Tile original idea in equipping tlie macliine with 
wheels was to employ a system whereby tlio 
wheels would be used for starting and lioth skids 
and whe(>ls would be used in landing, thus minim- 
izing the amount of reconstruction of the under 
structure of the macliine. and reducing the wear 
and tear upon both wheels and skids in landings. 
This idea has been carried out with but sliglit 
modification and the results have been entirely 
s itisfactory. Five wlieels 14 in. in diameter are 
used. Four wheels in pairs under the machine 
(one pair for each skid), and one wheel in front 
to support the weight of the machin(^ in fr(nit of 
the main planes. All wheels have th(> same di- 
mensions, are interchanaeable and are ecpiipped 
with steel rims and 2iA in. single tube fires. 
Each pair of wheels under the machine are oper- 
ated on a steel shaft 12 in. in length, connecting 
its two wheels. This shaft rests on toil of the 
skid, and is held down in place by means of a 
vertical wooden block and two vertical tension 
springs. .Vcross the top of the wooden block is n 



October, 1910 



Have inau<jurated to some extent the thought of staudord- 
isation in aeronautic matters. They have evidently interested 
the aero man, for as a primary result, we have received large 
numbers of inquiries and orders. As a secondary result, we 
can show many testimonials from vieti xc/io are JIj/in<> even/ day. 


We shall advertise RESULTS- 
are hard to imitate. 

not |)romises. RKSL LTS 


If you know what you want, we will sujjply it. If you arc 
not sure, we will assist you to decide. To get quick atten- 
tion, enclose a small deposit, (lO/o usual). This gets your 
order on file. You know our prices from former advertisements. 


Used our propeller, write and tell us about it at once. Your 
experience will undoubtedly help others. We will print your 
letter under this lieading: 


John J. Slavin Esq. of Los Angeles, 
Cal. , says : 

Los Angeles. Cal.. 8/31/10. 
To Requa-Gibson Company, 
225 West 49th Street, 
New York, N. Y. 
Gentlemen : 

Yours of the 26th inst. received, and m reply 
will say, that we have secured a 260 lbs. thrust 
with your propeller at 1,400 R. P. M. 

1 have made several short flights with the pro- 
peller, the longest being 200 feet, when I met 
with an accident which the enclosed clipping 
will explain. I then wired you an order for a 
7 ft. propeller. 

I can honestly recommend your propeller to 
anyone wishing to secure an efficient propeller, 
and take pleasure in giving you this testimonial. 

Very truly yours. 
1645 Maple Ave. J. J. Slavin. 

(NOTE : The above propeller used was a 6 ft. 
Dia., by 4 ft. pitch.) 

Captain T. S. Baldwin of New York, says 


"^^^ ' 'Califo rnia Arrow" tJl M. i.1 

New York, July 9th. 1910. 
To The Requa-Gibson Company, 
225 West 49th Street, 
New York. N. Y. 
Gentlemen : 

It give* us pleasure to be able to tell you that 
your propeller has given us entire satisfaction. 
1 think the silk reinforcement on the tips is a 
great improvement, as I have had broken wires 
etc. get caught in the propeller without doing 
serious damage to same. 

Whenever I can say a word for the REQUA- 
GIBSON propeller, you may rest assured that I 
will do so. 

Yours very truly. 

Thomas S. Baldwin. 

In answering advertisements please mention this magazine. 


October, ipio 




Quartered \Vl\ite Oak witli Spruce Interior. 8 ft. diam. 12 to 16 Pounds. 

Paragon Propellers Excel 

In the thrust yiven per hundred revolutions per minute 

In the thrust oiven per actual horsepower absorbed 

In keeping up their thrust durino- flight — insurino- high speed 

In the selection of material — nothing- but edge-grain being used in any part 

In correctness of design, excellence of execution and beauty of finisli 









Ask us for a blank ^t 
We will make vou ^ 

t Our Eight-foot designs give 400 to 500 lbs. thrust at i^m to 1,100 R. P. M. j; 

* T 

|| We have pleased every customer. We can please YOU. * ' ^" ' i i 

j form on whicli to tell us about your machine and its engine 

% an estimate on just what you require. 

* .- - M 4. 

* AMERICAN PROPELLER COMPANY, :: 616 G Street, N.W., Washington, D. C. % 

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Our propellers are calculated and desigiiedfy No uniform pitch true screws. 






In Stock For Immediate Shipment 

I Flights Guaranteed 





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♦ 3^^3^3^^T^T02nd STREET 

(^UR6-ft. Propeller delivers 200 lbs. 
^^ thrust at 1'200 R. P. M. C^o 
you want to get the best results? If 
so get a "Brauner Propeller." 

CLOur Proi)eller has proven more than 
satisfactory to those using it : : : ::: 

6 -ft. , 


8 -ft. 

Gi lbs. 
11 " 


Phone, 2189 Lenox 


No Flight :: No Money 

Curtiss Aeroplane 


State particula/s regards to grounds 
Address care AERONAUTICS 

250 West 54th St. :: New York 

In answering advertisements please mention this magazine. 


October, 1910 


In the flight from Albany to New York City had his bi-plane equipped with 


Manufactured by 







Aeroplane Fabrics 

Aeroplane Tires 


Tell us what you need, and 
us explain the superiorities 
GOODYEAR Materials. 



Akron, Ohio 


Clincher type only, which is the lightest 
and most satisfactory type for aeroplanes 

SIZE Weight complete 

20x4 in. 6i lbs. 

26x2i " 6i " 

28x2+ '• 7i '* 

28x3 " 8" •' 

28x3* " 81 " 

Wheels also furnished for the above sizes 
Pennsylvania Rubber Co., Jeannette, Pa. 


New York— 1741 Broadway ; Boston— 1 67 Oliver Street ; 
Chicago — 1241 Michigan Avenue; San Francisco — 512 
Mission Street : Los Angeles — 930 So. Main Street. 

In anszvering advertisements please mention this magasine. 


October, ipio 


Aeronautical Supplies 




Aeronautical Supplies 


Enclose Stamp 


R. O. RUBEL, Jr. & CO. 

The Aero Supply House of America 
13a N. 4th Street LOUISVILLE, KY., U.S.A. 



Laminated Wood Propeller 

on Iin».s giving 





PRICE $85.00 f. o. b. 

Mail or Telegraph 107^ of amt. 

and we will ship C. O. D. for 



^'T^ BEST BY TEi^f 


Sole Manufacturer 
67 Main Street 

San Francisco California 





Avail Yourself of Our FREE 30 Day\Trial 


= G. & A. ^=^ 

A! MYFR ^ \nn 244 West 49th St., NEW YORK 
. «J. IVl I l^IXOy 1I1V«. gole Oivners U. S. Patent Right.<: 

More Power Less Gasoline No Adjusting No Priming No Float Leveling No Springs 


SPRAY NOZZLE : Automatically atomizing the proportions of gasoline for high and low speeds. 
BALL CAGE : Automatically controlling the openings of auxiliary air for high and low speeds. 
— -~-~—^~~~^^-^^~" Write for Booklet on Carburetion ^^~~~~^"~^^~~"~^ 
All persons are cautioned against infringing on the ball cage for the intake of auxiliary air 



We manufacture Ribs, 
Skids, Propellers, etc. All 
work guaranteed to be of correct design and perfect construction. 


Chicago Aeronautic Supply Co., ^ 

339-1349 Clybourn Place 

r##$$t ^^jp^^^^^^^^^^^^^^^^.^.^j^ 

In answering advertisements please mention this inaga:;ine. 


October, ipio 

flat steel rod with ends turned up into whicli 
ttie ends of the springs are fastened. The other 
ends of the sin'ins's arc fastened to the sl^id by 
means of metal bands. The two vertical springs 
and wooden block are enclosed within a .ight 
galvanized iron casing to prevent the springs and 
block from distortion due to lateral strains. In 
addition to the heavy vertical springs, four hori- 
zontal springs are employed to minimize the 
horizontal torque on the wheels resulting while 
running on the ground. These springs are at- 
tached to the shaft so that one pair exerts tension 
to\\ard the rear, while the other pair opposes this 
tension. The single wheel in front is provided 
-with two pieces of flat spring steel which constitute 
a fork for the wheel. The pieces of spring steel 
are fastened to a cross bar and guyed in four 
directions with steel wire to prevent movement in 
any direction. These i)ieces of spring steel are 
designed to support a weight of about 80 pounds 
under a 7 incli deflection. This weight being suffi- 
cient to force the skids to the ground. The op- 
eration of the machine as regards the use of wheels 
is as follows : 

With the engine running and the machine held 
stationary, the front end of the skids are forced 
to the ground, due to the high thrust of the pro- 
pellers. Upon releasing the machine it moves for- 
ward slowly lat first. As soon as the front plane 
is elevated, the air pressure under the elevating 
plane raises the front skids and allows the front 
wheel to do its work. As soon, as the momentum 
of the machine, increases the weight of the ma- 
chine upon the vertical springs decreases until 
finally all thi- wlieels lea\-e the ground. T'pon 

The Latest Gill Biplane. 

The Howard W. Gill Curtiss type biplane which 
made its first appearance, with successful flights, 
driven by a stock 26 h. p. automobile engine, at 
the Los Angeles meet, has been taken over by the 
St. Louis Aeronautic Supply Co. 

The later type Gill machine, on Farman lines, 
and without any front rudder, has started on an 
exhibit i(in career with Hillery Beachey as aviator. 

The vertical control of the Gill biplane differs 
from other biplanes by its location in the rear 
of the machine, where it also acts as a steadying 
plane as well as an elevator. 

As will be seen from the drawing it consists 
of two .'superposed planes which are pivoted slightly 
in front of their center of pressure^ about one- 
third of the distance from the front edge, both of 
which i)lanes are connected front and rear by up- 
riaht wires so that they work in unison. 

To give added security the wires controlling the 
elevator are in duplicate and besides a safety wire 
is also iilaced in the rear plant. As these "planes 
are hinged forward of their center of pressure 
should anything happen it would have the sarnie 
effect as the operator taking his hand off the 
controlling lever in which event the rear planes 
would point down and start the ship climbing- 
upward, in this case the safety wire comes into 
effect and only allows the machine to climb at a 
safe upward angle, so that by slowing down the 
motor the machine can be brought naturally and 
safely to the ground. 

A landing of this nature was made necessary 
in the experimental sta^^es at Los Angeles, Cal., 

Gill Biplane Control 

landing, the machiae is guided so as to land upon 
me Hunt wii: el. Lender the force of impact the 
front wheel is deflected upward, allowing the 
skids to strike the ground. The pairs of wheels 
under the machine as they strike the ground are 
forced upward, allowing the skids to strike the 
ground. The reaction of all the springs after the 
initial impact raises the machine and allows it to 
run along the ground until it comes to a full stop. 

One of the most unpleasant features in landing 
on wheels is the difliculty experienced in stopping 
the machine after landing. This is extremely vital, 
particularly when landing in a small enclosure. 
This difliculty has been practically eliminated by 
means of the' flexible front wheel and the use of 
the front elevating control. Upon striking the 
ground the front control is depressed, the air 
pressure on top O'f it being suflicient to hold the 
skids on the ground, thus bringing the machine 
to a full stop in nearly the same space as was 
formerly the case when using the skids alone. 

During the month of August Lieut. Foulois made 
several short flights, aggregating in time T-") min- 
utes and 43 seconds. These flights were merely 
experimental, and for purposes of testing out the 
new system of control and the new system of 

through a broken wire, and was made without any 
breakage to the machine, and in such a natural 
way that those who witnessed it were unaware 
until told. 

A hand-lever placed on. the right side operates 
the vertical control. A forward movement in- 
creasing the angle of incidence in the rear tail 
which raises the tail and steers the biplane down- 
ward. Pulling back on the lever reverses the' 
movement and steers the machine upward. This 
same lever also controls the ailerons. At first 
it was hinged in a universal .joint to secure both 
the forward and sideway motions. This was after- 
ward changed to the T-joint shown as it was found 
to give a better control than l)y pivoting the 
lever on a univmsal joint. In the improved .1oint 
both the forward and sideway movements are more 
l)ositive and distinct. With this new typo lever a 
movement of the ailerons can be made without 
any tendency to work the eli^vator also, or vice 

At first the rear elevator was found to have 
a decided lag. a movement to raise tlie ship would 
apparently have no effect, which madi- the operator 
feel that the lever had not l)een moved sufficiently 
to raise the machine and generally resulted in and 
increased movement of the lever then as tlie flyer 


^ / 


October, ipio 

would start rising duo to the first movement the 
lever would bo pushed forward to carry the machine 
level when on. account of the ship still rising it 
would seem as if it was beyond control. By in- 
creasing- the surface of the roar tail and reducing 
the weight this lag. nearly always apparent in an 
aeroplane controlled vertically from the rear, was 
to all practical purposes eliminated. 

As it is necessary for good stability to have a 
machine with a rear plane it is a big advantage 
to use this tail as an elevator also. To leave off 
the front elevator not only makes a lighter machine 
by some 40 to Sd pounds, but makes the rest of 
the ship stronger by its not having to stand this 
added weight, on account of their being no ol) 
struction in front. In case of an accident the 
operator is less liable to be caught under the ma- 
ciiine and crushed. It is bound to make a faster 
and therefore more stable flyer by the elimina- 
tion of the head resistance of the front planes 
and their supports. 

Wellman Airship. 

Rapid progress is being made toward the prep- 
aration of the Wellman airship "America" for 
its promised attempt to cross the Atlantic. Since 
the last start for the pole on August 15. I'.JIO. the 
airship has been enlarg<'d and improved and an 
entirely new steel car placed under it. It is an- 
ticipated that the voyage across the Atlantic will 
require from six to ten days, depending on the 
force of the prevailing winds. 

Trials will be made at Atlantic City in which 
the e(iuilibrium will not be used, sand and water 
ballast being employed instead. These trips are 
to test the machinery and get everything in run- 
ning order. 

The ^'America" is the second larg;est airship 
over built, and next to the Zeppelin in size, but 
has a larger carrying capacity than the Zeppelin. 
Tile ship has been built and perfected in Paris 
under the direction of Walter Wellman. and the 
personal supervision of Chief Engineer Vaniman, 
, who designed most of the ship and constructed 
many parts and accessories. 


Length of Balloon 228 feet. 

Greatest Diameter 52 feet 

Volume ;}45,00O cu. ft. 

1 cubic foot of air weighs 11/5 oz. 

."45. 000 cubic feet of air weighs 
25,800 ])(>unds. 
The l)alloon is inflated with hydrogen gas gen- 
erated by using eighty tons of sulphuric acid and 
sixty tons of iron turnings. The gas is washed 
and dried to make it as light and pure as possil)lo. 
This gas weighs one-tenth of an ounce per cubic 
foot and the .".45.000 cubic feet required to All 
the balloon weighs 2.150 pounds, the gas being 
twelve times lighter than air. The lifting force of 
I lie balloon therefore is the difference between the 
weight of the air displaced and the weight of the 
hydrogen with which the balloon is fllled. The 
total lifting force of the "America" is 23.G50 

The balloon itself, composed of three thicknesses 
of cotton and silk gummed together with rubber 
to make it gas tight, weighs 4,850 pounds. Un- 
derneath the balloon is suspended by steel cables 
the car. which weighs 4.40O pounds. This car is 
l)uilt of the highest grade steel tubing and in 
places withstands stresses of twelve tons. 'I'ho 
car is 150 ft. in length, and the steel tank at 
its base is 75 ft. long with a capacity of 1,250 
gals, of gasoline. The engines, three in numher. 
(two of 80 h. p. and a service motor of 10' h. p.) 
arc placed in the stool car. P^ach of the large 
motors drives a pair of twin screws, and each 
propulsion system is indoijondont of the other. The 
motors and other machinery weigh about 1.5<I0 
pounds. Sleeping (juartors arc provided the crew 
of six men in the triangular parts of the car. 
An electric light system, a wireless telegraph 
equipment and a telephone connecting the different 
parts of the ship are being installed. 

A specially built life-boat, constructed in Eng- 
land, will be swung underneath the car, fully 
equipped with provisions, water and instruments to 

be used by the crew in an emergency. This life-boat 
weighs less than 1,000 pounds. 

Hanging from the airship by a strong steel 
cable is what is known as the "equilebrator," a 
part of which will float upon the surface of the 
sea, the other being suspended vertically in the 
air. The purpose of this is to act as an auto- 
matic regulator of the upward and downward 
movements of the airship. When the ship rises, 
it must lift some of the eciuilebrator from the sur- 
face of the sea in order to go up. and this added 
weight checks the rising movement. Conversely, 
when change of temperature or accumulation of 
moisture causes the airship to descend, a greater 
part of the equilebrator is let down upon the sea, 
thus reducing the weight carried by the balloon 
and checking the descent. The equilebrator is 
composed of thirty steel tanks containing gasoline 
and strung together by a strong steel cable. The 
gasoline thus carried is a reserve supply for the 

The total supply of gasoline carried will l)o 10.- 
000 pounds, or about 1.800 gallons, which is con- 
sidered sufficient to drive the airship from Atlantic 
Cit.v to Europe. The distance is about :j,000 miles. 
With one engine running, the airship will have a 
speed of twenty miles per hour, and the quantity of 
gasoline carried would run one engine 200 hours. 
With both engines running, the ship's -speed in still 
air will be about 26 miles per hour. 


Fred Lincoln Gould. Itono. Nov., assignor of one^ 
(juarter to .Tohn H. l»odd and one-quarter to Am- 
brose M. Smith. Reno. Nov.. 086.452. .Tulv 26, 
lOlOi. filed Feb. 5. 1000. FLYING M.VCHINE of 
the helicopter type comprising two vertical masts, 
one rotatable with the other, and each carrying 
a parachute having apertures therein, with blades 
set in the apertures. Moans are provided to rock 
the blades so as to present different angles of in- 
cidence or close entirely the apertures in the 

Clifford Broderick Cronan. Sholburno Falls. 
Mass.. 965,622, July 26, lOlo. tiled Fob. 17. 1009. 
FTA'IXG MACHINE consisting of a main frame 
and a skeleton frame arched in its upper jjortion 
and covered with thin pliable coviu-ing. The skele- 
ton frame is so constructed that it may bo rocked 
longitudinally and laterally. There are planes and 
propellers on vertical axes within the structure 
for sustention. 

.Tohn G. Stites. Willowbrook. and Frank Stites. 
Los .Vngeles. Cal.. 965.491. .lulv 26. 1910, filed 
March 24, 1010. FLYINc; MACHINE ST'I'I'ORT- 
ING I'LANE. A double canvas surface sowed in 
such manner as to provide longitudinal and trans- 
verse pockets. "Rafters" are inserted into the 
side longitudinal pockets while a "ridge pole" is 
inserted in the intermediate longitudinal iiockot 
and "ril)s" are inserted into th(> transv<'rso jiockots. 

.Tohn Law (J-arsed. EUand, P^ngland. 965,280, .lulv 
26, 1910, filed Nov. 11, 1909. Apparatus for opoi'- 
ating planes or wings and rudders of aerial ma- 
chines. Two shafts are arranged end to end and 
are provided at their adjacent ends with bevel 
gears into which a miter gear moslies. the latter 
provided with a hand wheel. In addition to the 
rotation provided by the above there is also a 
liandlo attached to a rocking frame stispendod 
from the shafts and foot pieces applied for giving 
slight rotary or oscillating motions to shafts. 

Leonidas Hamlin Barringor. Charleston. W. Va., 
965.(i,S2, .Tuly 2('). lOIOi. filed May 29, 1908. 
.\IRSIIII'. the characteristic feature of which lies 
in an open ended casing or cylindrr oxtonditig cen- 
trally and louLiitiidinally llinnmli tho cigar-shapi'd 
uas bag. Tho cylinder is held in place by |)arti- 
tion secured to it and to tho envelope and these 
liartitions serve in addition to form separate gas 
containing compartments. Th(> usual car is 
suspended from the envelope and transmission 
means are jirovided to rotate proitollers in the 
central casing or cylinder. 


AERONAUTICS October, 1910 







International School of Aeronautics and Albert C. Triaca, Aeroplanes ^ 




Instruction I 


For resident and correspondence students in Ballooning { 


and Aviation. J 

Import — Export — Supplies j 


Engines, Propellers, Fabrics, Wood and Metal Parts. J 
Imported Monoplanes and Biplanes from $4,000 to $10,000. t 



I. S. A. -TRIACA MONOPLANES from $3,200 to $9,000 { 
I. S. A. — TRIACA BIPLANES from $3,500 to $10,000 J 




People who mean business are cordially invited to visit the { 


Provided with sheds, gas, shop equipped with machinery { 

for wood and metal work, sample and model room. Located J 

at GARDEN CITY, L. I., adjacent to Hempstead Plains. { 

Take 34th Street Ferry, New York; Atlantic Avenue * 

Station, Brooklyn; or Pennsylvania Terminal in New York. { 


In answering advertisements t>lease mention this magazine. 


■Wittemann Glider In Flight 

C. and A. 




Gliding Machines, Models, 

Separate Parts 


Experiments Conducted Large grounds for testing 


17 Ocean Terrace and Little Clove Road, Staten Island, New York 

Telephone, 390-L West Brighton 




Less than 3 lbs. per H. P. 
A. L. A. M. rating 

Self cooled 
by its own 


A ^^"^ No. 15-A 




"Edited by" 


Major B. Baden-Powell and John H. Ledeboer 

The first and leading paper !n Great Britain devoted to 
Aviation, Aerostation, Meteorology, Aerology, Etc. 


ISSUED A special feature is a complete illustrated list of 

MONTHLY ail Aeronautical Patents published every month 

U)ne Year, 

X5 cents \, , 

SI BSCUIPTION i;-,^-;;Vopv"5 ;-onts/l'-tl^"iJ 
27, Chancery Lane, London. W. C, England 

October, igio 


PATENT 897,738 

See ilest-ription in Kxcliange Deijartnient, this issue. 
Write for copy of patent and full information 

W. E. Colyer, Box 391, Saranac Lake, N. Y. 

Aero Engine 

^ PRICE $250 


20-30 HP 

5 in. Bore. 5in.Stroke 
1000-1500 R.P.M. 

Weight 98 lbs 

Write for a Catalogue 

The Detroit Aero-plane Co. 


GET a 




Our Skeeter lias a new propeller; You ought to see it 
tly. it goes like a streak. The Jersey Skeeter Aeroplane 
is N ins. long, weighs l-ti ounce, Hies 30 feet. Sent 
prepaid 25 cents. 

Mncoln Square Novelty Works, 1939 Broadway, N. Y. 

In ansivering advcrtis-eineiUs pjeasc mention this magazine. 


October, ipio 

Show in Washington. 

Under the auspices of the Aoro-Seientific Club 
i)f Washinfiton. I). C an aero exhibit will be held 
at the Uuion Station, in that city, week of 
October :!(!. 

An invitation is extended to all persons having 
new idea^. inventions, flj-ins machines or any 
aero apiiliances to exhibit. There will be no ex- 
pense to exhibitors, beyond transportation. 

Will also hold amateur aero meet at College 
rark. mar Washington, onening October 17th. and 
continuing ten days. All exhibitors having ma- 
chines hvvo on exhibition can have full week for 
try out and jiractice work at College Park aviation 
Held and grounds, before the meet, thus becoming 
familiar with field and grounds and be able to 
make credible showing at the meet. 

.Vll ijersons who desire to enter exhibit or wish 
partlcnl;\rs in regard to meet, communicate with 
F. L. Kin. secretary. 614 19th street. N. W., Wash- 
ington, lie 

Philadelphia Aero Show Changes Date. 

'I'he arrn show which has been announced by 
the -Vi ro Club of I'ennsylvania. to l)e held in the 
First i4egiment Armory. Philadelphia, has been 
|)ostponed a few days and will now be held No- 
vember 1! to 12. 

This postponement has been found necessary be- 
cause a number of the aei'oplanes which will be 
on. exhibition and which will be the principal at- 
tractions for the public will be competitors in 
the P.elmont I'ark meet, and as these races have 
been put off until October 22 to 29, the arrange- 
ments have been made to oijen the show on the 
Wednesday following, thus siving plenty of time 
to ship the machines from Long Island to Phila- 
delphia and to set them up in the Armory. 

In response to a number of requests from ex- 
hibitors W'ho are also going to show their goods 
in St. Louis, the .\. C. rf P. is arranging to have a 
special car engagcn] to be jiacked with goods from 
the Philadelphia show juunediati'ly on the close. 
November 12, and to send this car by express to 
St. Louis, so th;it the exhibit can be set up thiM'e 
In time for th(> oi)ening. 

The Philadelphia show is attracting unusual in- 
terest among dealers in aeronautic and aviation 
supplies because of tlie activity that has been 
recently shown by the Aero Club of Pennsylvania. 
This organization has now gone Into ballooning 
with weekly asccnits scheduled. Its new grounds 
for aeroplane flights at Clementon. N. .1.. have 
been pronounced by those who have seen them 
to be far ahead of most other grounds, both in 
their natural advanta,ges and In the buildini which 
has been doue on them. 

The hangars on these grounds are three liun 
dred feet long and so constructed that there arc- 
six separate compartments, each 50 ft. wide and 
40 ft. dee)), and each containing a work-bench and' 
two sleeping compartments, to accommodate four 
persons. The club Is also Installing a complete 
machine shop to be run by a 5 h. p. gas engine, 
and the fact that every one of these hangars has 
already been leased for the entire winter is an 
indication of the busy days that are in store for 
members of this organization. 

.V large ))ercentage of the space in the Aero Show 
has already been taken by residents of eastern 
Pennsylvania, Southern Xew .Jersey and Delaware, 
of which Phihidc^lphia is tln^ natiu'iil center, these 
residents having turned in remarkable numbers 
to the manufactnr(> and sale of aeronautic and 
aViation g(jods. The recent growth of the .\ero 
Club of Pennsylvania has been one of the most 
notable features of American aviation news and 
the club Is being run upon a business basis which 
promises well for Its future. 

The "Three States Aero Show" has lieen i)Iace<l 
by the club under the management of Henry M. 
" Xeely, the secretary, who is also chairman of the 
committee oa contests and exhibitions, and who 
has had many years' exiierience in show manage 
ment and publicity. 

St. Louis National Aero Show. 

Preparations for the St Louis National Aero 
Show, to be held .November IT to 24, in. the great 

Coliseum In St. Louis, under the auspices of the 
.Vero Club of St. Louis, are rapidly progressing. 
The manager now believes there will be on exhibi- 
tion from 12 to 15 full size aeroplanes and 40 
or 50 flying models. 

More than 35 concerns have already contracted 
for space at the show, among these are : 
AEKONAriTics. Detroit Aeroplane Company. Aero- 
nautic Supply Company, Goodyear Tire & Rub- 
ber Company, Aeromotlon Company of America. 
.Verial Navigation Company of America, Leading 
Brass Company, French-American Balloon Com- 
pany. Missouri Stair Company, St. Louis Pattern 
& Model Company. LTnited Storage & Battery Com 
pany. Lawson Publishing Company, Phoenix Auto 
Supply Company. Western Oil Pump & Tank Com- 
pany, (>. K. Harry Steel Company, Erker Bros. 

.Vmong the complete aeroplanes to be shown will 
be a Wright machine which will occupy the place 
of honor at the main entrance, a Farman biplane, 
a Santos lunnont "r)emoiselle," Gill biplane, Cur- 
tiss biplane. Baldwin biplane, and several other 
machines that have recently tried out, but have 
not yet made important flights. 

.\ novel exhibit will be that of the Missouri 
Tent & Awning Company, makers of aeroplane 
hangars, which will show a model aviation field 
with a miniature grandstand, hangars and aero- 
planes. .\mong the flying models there will be a 
novelty in the form of a oruithopter, which actu- 
ally flies in much the sam(> way as a humming 

The spaces devoted to the exhibits of Inventors 
or those who will show plans, or specifications, 
or models of .(ircraft, in which they jleslre to 
Interest capital, arc rapidly filling up. 

G. L. Ilolton. manager of the show, with offices 
in the Coliseum building, reports that there is 
very little space left in the Coliseum and urges 
manufacturers who plan to exhibit there to advise 
him at once. 


(Coulinued from page 111) 

I was seven hours on my voyage from Kome 
to Benevento. .going over the Apennines, where I 
was well received by the Italians, who praised me 
very much, because I had courage to defy the I'ope, 
who then had a bitter feeling for some cause 
against our nation. Several j)ersons hailed me 
on my way. and were highly delighted to see a 
great balloon pass over their heads. I made the 
voyage of two hundred miles In the year ISK!* 
from Rome. My American and English friends 
)H-esi'nted me with a splendid flag in Uome. wliicii 
they desired to st>e me wave over the city. 

\t that time only the Pope's flag was allowed 
to fioat over the Eternal City, by orders of the 
Pope (Pius the Ninth) who reigned over the city. 
His secretary. Antanelli, and (iovernor Kandl. said 
I must not carry the Stars and Stripes over Rome. 
On my third ascent I put my flag in the car. and 
as I began the ascent I took off the Pope's flag 
and i)ut in its place the Star Spangled Banner and 
waved it in triumph. A tremendous shout from 
.\mericans and British and the admirers of Gari- 
baldi was given as I sailed off towards the beauti 
ful city or villa of Tivoll at the foot of the splen 
did Apennines. 

I had to give away half the money received at 
the villa of Borghese, an Immense garden belong- 
ing to Prince Borghese, who married Pauline, the 
sister of Xapoleon'the (Jreat. .\l>ont four thousand 
dollars was taken at the gales. Garibaldi and 
Crispi were my friends, and seemed highly de- 
lighted with my courage and defiance of the Pope 
and Roman powers. 

At Naples I jTceived n,., liiteenth degree in Free^ 
unisonry at the (iariUaldi lodge. In the masonic 
lodge at Palermo, where M. Crispi was the grand 
master of the lodg(\ I heard him and others speak 
in favor of taking Uome bv Garibaldi. The poet 
Longfellow and tile (,)ueen of Naples were among 
the twenty thousand people who saw my ascent 
at Rome. 


AERONAUTICS October, 1910 


TO OUR FRIENDS-We would appreciate it very 
much if you would specify in writing advertisers 
that you saw the ad. in AERONAUTICS. This 
will help us, and eventually he of equal service to 

New High Powered Engine. 

Owin?- to the demand for high powered engines 
of 60-75 or even more horsepower, the Detroit 
Aeronautic Construction Co. is contemplating put- 
tins? on the marl^et an 8-c.vHnder engine. Tlieir 
largest motor at present is a O-cylinder. 5 by 5. 
weighing conii)l('t(' aliout llS.'i lbs., rated at »)'0-7,") 
h. p. 

Bosch Chicago Office Moved. 

The office and headquarters of the Chicago 
branch of the Bosch Magneto Company has re- 
moved from the former address at 12.">:!" Michigan 
-V venue, to 119-]L>1 East 24th Street. A two-story 
building midway between iMichigan and Indiana 

Demountable Rims for Aeroplanes. 

'I'lie Dorian Itemountalile Itim Co. has brought 
out a demountable aerdplane rim. The principle 
of the construction and ojun^ation of the aeroplan<' 
rim is the same as that of the automobile rim, the 
chief difference being that the felloe band of the 
automobile rim is shrunk on the wood felloe of the 
automobile wheel, while with the aeroplane rim. 
the wire spokes of the wheel are secured in the 
joint as per the general practice. 

'l"he five wedges of the aeroplaui' riui are made 
of aluminum alloy, and the rims on which the tir(> 
is lifted is of rolled sheet aluminum : the felloe 
band is of steel. 

The difference in weight between the rim and 
a regular clincher rim is about .5V^ pounds per 

To remove the rim with the deflated tire so that 
the rim with a iiroperly inflated tire can Ite lifted 
in its place, it is necessary to merely remove three 
of the wedges by turning the nut "■B," which is 
held in thi' wedge by a plate so that it virtually 
forms part of fhe wedge ; for this reason, it is im- 
possible to lose a nut. The band to which the 
spokes of the wheel are secured is made of an 
alloy steel, and the rim holding the tire is made of 
steel aluminum alloy rolled to shaiie. 

On Two-Cycle Engines. 

At last even conservative Mineola, the hotbed 
of aviation in the East, has comi' to accept the 
two-cycle engine of modernized type as one solu- 
tion of the iiower problem for consistent aero- 
nautic work, and none of the novice aviators 
there feel their chances for achievement are good 
without the now popular two-cycle engine. 

In the Western States they found favor months 
ago. because Western users of gasoline engines 
know that all (heir fastest motor bouts for I In- 

past two or three years have been driven by light- 
weight two-cycle engines. And the winning of a 
great motor boat even demands from the power 
plant .lust what successful flight calls for, — an 
engine very light for its power, very simple in 
design, and one capable of turning a proi)eller 
at a high speed for eonsidei-able periods of time. 

Autoimobile work is entirely different ; the motor 
must jiull hard in starting or climbing hills, but 
runs i)ractically free on level ground, — except 
where extreme high speed is maintained. Prac 
tically no "stock"' automobile motor will stand 
maintained high speed ; it overheats, connecting 
rod bearings pound to pieces, or, most frequently, 
the valves wari) and fail. The motors simply 
are not designed for indefinitely long runs at max- 
imum speed, consequently no really successful 
flight has been made in America with an autcmo- 
bile engine. Two-cycle motors have been success- 
ful in motor boat work simply because they have 
been designed and perfected with but two ends 
in view, power for weight and long continued high 

Mineola, however, knew little about boats or 
l)oat engines. ^Most of the men who formed the 
colony were graduates from the automobile school 
and they were sceptical concerning the alleged 
merits of the two-cycle engines. 

"Xothing to it," they said at first, and then 
lir. W. (Jreene made a couple of get-aways early 
in the season. 

Dr. (ireene's flights proved that the engines 
would fly, so Mineola had to leave the general 
and come to the particular. 

"Two-cycle engines are difficult to start, "" said 
the "boys"; but G. E. DeLong brought his Schnei- 
der ■plane to ^lineola with an Elbridge two-cycle 
engine, started it in two minutes the first time 
and on the spark whenever he liked for th(> rest 
of the day. The doubting Thomases were begin- 
ning to scratch their heads. 

"But you can't keep a two-cycle engine^ cool 
with an ordinary radiator," they exclaimed, when 
a iMMi. 1). radiator attached to a .")0-h. p. engine 
boiled over after a ten-minutes'' run. Two or 
three days later .1. .1. Frisbie installed a four- 
cylinder Elbridge in his 'iilane. used two small 
radiators so placed that they received an unin- 
terrupted current of air, and not only did the 
two-cycle engine cool properly, ))ut it was the 
only engine on the aviation field that could be 
run for twenty minutes at a stretch (standing) 
without boiling over. 

"That's a nice little engine," said Captain Bald- 
win to Frisbie, when the installation had been 
made and Frisbie was preparing for his trial 
flight, "but a man needs more power to fly with 
than you can get from four small cylinders." 

"(ireat Scott ! That's too much i)ower for a 
novice to monkey with," said Captain Baldwin 
five minutes later, as F'risbie sailed by at a speed 
approximating fifty miles an hour. 

"Anyway, you can't throttle down a two-cycle 
engine." was tlieir final wail, quite refuted by 
different users, who throttled down the engines in 
tbeii' machines so well that the 'planes could be 
left standing alone with their propellers slowly 

That was the last straw, ami fhe crowd bolted 
for two-c.vcle engines of the "Featherweight" t.vpe. 
(Jeorge Russell, who has been using a four-cycle 
engine all summer installed a two-cycle and went 
away to fill an engagement. Frisbie. in three 
weeks, had learned to fiy so well that he threat- 
ened the laurels of men who have siient mor(^ 
than months learning to fiy, and he found I'asy 
money reaching out to him. Some half-dozen 
others followed suit, until now there are more of 
one make of two-cycle engines being installed at 
Mineola than all ditt:'erent four-cycle makes com- 

There now are literally dozens of them around 
New York. Their chi(>f beauties seem to be 
strength, power and smooth-running. They have 
been in smash-ups of all kinds, but not a part of 
nii\- one of the engines has bi'en broken. Several 



October, 1910 

men report leaving the grouud inside of 100 feet, 
wliicli speaks well for their reserve power, and in 
summing- up the operation of the engine the 
Ercniufi Sun of August ."iO says it "runs like an 
electric motor." 

At Buffalo on Labor Day an Elbridge "Feather- 
weight" installed in. the boat Elbridge V, won the 
1500 Buffalo Launch Club trophy for the 25-mile 
championship of the Tireat Lakes, under condi- 
tions so adverse that none of the other boats, 
mostly equipped with four-cycle engines of 250 to 
300 h. p., finished the race. 

Kven Europe has fallen victim to the seductions 
of the simple two-cycle engine, there are several 
new makes on the English market, and the Amer- 
ican manufacturers of the Elbridge "Feather- 
weight" engines are said to have declined to enter- 
tain a proposition guaranteeing $."111.(1(10 per year 
for Kur()])o;m manufacturing rights. 

Finest Workmanship Displayed on Burgess- 
Curtis Biplanes. 

The Burgess Comiiany •& Curtis has good reason 
to be gratified l)y the many compliments the ma- 
chines received for their construction and un- 
equalled finish. Several of the aviators at the 
Bo.ijton meet have requested this concern to furnish 
fhiui with spare parts or construct machines for 
tlicm. The new 8-ft. propeller designed by W. 
Starling Burgess has attracted particular attention 
ever since it developed a thrust of more than 4G0 
pounds. Wliile the power to produce such an enor- 
mous was primarily due to the excellence 
of the eight-cylinder Indian motor, it is neverthe- 
less greatly to the credit of the propeller itself 
that the power should be applied so efliciently. 


The Clement-Bayard motors, which this company 
is importing direct from the manufacturer, can be 
supplied at .fl.SOO each. These motors when 
tested by Bleriofs engineers developed from 25 
to 31 h. p. continuously and weigh less than 110 
pounds. The well-known reputation of the Cle- 
ment-Bayard factory is back of them. 

The Burgess-Curtis machines at the Boston meet 
did not show up so prominently for unavoidable 
reasons. A (?0 h. p. motor for tlie Burgess biplane 
owned by Messrs. Shoemaker and Hilliard arrived 
only at the last moment before the meet, and Mr. 
liilliard has rc(iuired a largo amount of testing 
and adjusting in order to adapt the heavy motor 
and its ,8-ft. propeller to a machine designed for a 
light 25 h. 1). motor using a G-ft. propeller. Then, 
again, the Clement-Bayard motor for the Model C 
inarliine arrived only the very day on which the 
-Mixicl C was shipped to the aviation field. There 
wfvr many delays in getting the motor set up and 
properly provided with radiator and other acces- 

In view of tli(> fact that the company has not 
yet succeeded in securing the services of an ex- 
perienced aviator, Mr. Burgess recently decided to 
undertake flying one of the Model B machines him- 
.self. He has shown considerable proficiency in 
making short jumps on an even keel, but as he 
keenly realizes that any damage resulting to the 
machine from faulty handling on the part of the 
aviator would l)e attributed by the public to faults 
in the biplani' itself, he is pursuing a conservative 
policy and making ])rogress slowly. 

Goodyear Four-Inch Tires. 

Large size tires are coming more into favor, as 
they deserve. They ride holes and ruts in fields 
where .small tires catch and buckle the wheels. 

The Goodyear Tire and Rub1)er Co. is now mak- 
ing 20x4-in. detachable and 20x2-in. single-tube 
tires, and expects to increase its facilities in this ' 
line .sliortly. 

The Anzani Aviation Motor. 

The .^-cylinder Anzani motor, which, since an 
agency was started in the I'nited States, has 
already sold well, is made in five sizes, ranging 
from 10 h.p. to 45 h.p. Specifications of these 
motors follow here below. 

The cylinders are radially disposed and are 
placed at an angle of approximately 00 degrees. 
Assuming that the cylinders are numbered one, 
two, thriM'. the explosions will take ])Iace first in 
numlier one cylinder, thru in niunher three and 

finally in number two. This distributes the ex- 
plosions evenly over the circumference, which in- 
sures almost perfect balancing of the engine. The 
cylinders are cast in steel separatelv, the valve 
chamber being solid with the chamber wall. 

The valves are of the well-known mushroom 
typo of nickel steel ; the inlet valves are oper- 
ated automatically and are situated at the top of 
the cylinders, while the exhaust valves are lo- 
cated at the side of the cylinders and are oper- 
ated from a single timing gear. 

The air cooling as used for the Anzani motors 
has proved very efficient. As the motor runs all 
the time at top speed a tremendous circulation of 
air is obtained, which insures perfect cooling. 
Even if the motor is installed in the rear of the 
machine, the suction caused l)y the propeller is 
sufficient to create a draught, which in itself will 
cool the motor. 

The pistons are cast in .steel, and ai-e extra 
light. The connecting rods are attached to a 
single throw of the crankshaft. The crankshaft 
is made of nickel steel and is l>alanced bv counter- 
weights, which are taking the place of the fly- 
wheel. No camshaft is used and a pinion is 
attached to the end of the crankshaft, which 
drives the timing geai-, oil pump, and ignition 

The G. & A. carburetors have been adopted for 
the Anzani motors and an extra light model 
specially constructed for aviation is used. The 
carburetor operates entirely automatically. 

The ignition l)y (i-volt stdragc battery and higli 
tension mmltiple unit coil or liy high-tension 
Bosch magneto. 

Splash lubrication. The oil is distributed 
through all parts of tlie motor by means of a 
rotary oil pump. 

All motors are fitted with a thrust bearing, 
which is placed outside of the crankcase. in case 
a pushing force is required, and inside of the 
crankcase when a pulling force is needed. 

.Vfter the success obtained with the 3-cylinder 
motor Anzani decided to construct also 4 "and 5- 
cylinder motors. The 5-cylinder motor has proved 
quite a success. This motor is furnished either 
in 50 or 100 h.p. The same principles of con- 
struction of the 3-cylinder motor have been fol- 
lowed for the 5-cylinder. The cylinders are equally 
distributed over the circumference. Special at- 
tention has been given to the lubrication system 
and the oil is forced by means of a pump through 
a system of piping to all the bearings of engine. 

Anzani is one of the pioneers in the manufac- 
ture of aviation engines, and Bleriofs success in 
crossing the English channel with an Anzani en- 
gine established an enviable reputation for this 

Among the famous aviators which have used 
the Anzani engine we can mention the following: 
l>leriot, Iielagrange. Morave. Molon, Olieslaegers, 
Leblanc. Masnet, de Lesseps and Balsan. 

The following machines have been from time 
In time "Ansani installed:" Bleriot, Hanriot, 
lellifr, A'endome, Xieuport and Dulujnnet. 



Ociober, 1910 


EVERY dav there are visitors to tlie PER- 
see this motor or that, tires, mag- 
netos, propellers, et cetera. 

The scheme has not been a complete suc- 
cess, by reason of tlie very fact that some 
advertisers are too successful in getting or- 
ders beyond tlie immediate supply. Not a 
single motor has yet been shown in the exhi- 
1)1 1 ion room. 

Witliin the last week tliere have been added 
several most interesting exhil)its, among them 
a propeller of the American Propeller Co., the 
Pennsylvania tire exhibit, a sainple board of 
Roebling wire and cable, H. M. H. Mills cloth, 
Rubel Co. wood, Goodyear fabric. Vacuum Oil 
Co., etc. ■ 

The value of tlie exhibition to all is at once 
apparent, and every manufacturer is earnestly 
asked to send in sample products just as soon 
as it is at all possible. 

Manufacturers should send a supply of their 
catalogues find print on their circulars, sta- 
tionery and letters the fact that tliey are ex- 
hibitors in Aeronautics' Per.manent I-Lxpositign. 

E\'ery reader of Aeronautics Is invited to call 
and inspect the exhibition. 

Exliibits are eitlier on hand or promised 
from the following: — 

Hartford Rubber Works Co Tires 

Wittemann Bros Gliders and Supplies 

Warner Instrument Co Aerometer 

Requa-Gilison Co Motors and Propellers 

Elbrldge Engine Co Engines 

Pennsylvania Ruljber Co Tires 

C. E. Conover Co Cloth 

Edwin Levick Photos 

Roebling Co Wire Cable 

El Arco Radiator Co Radiators 

J. A. Weaver Wheels, Etc. 

Greene Co Propellers and Parts 

Bosch ^lagneto Co ^Magnetos 

Auto-Aero Supply Co Supplies 

R. I. V. Co Ball Bearings 

J. Deltour Bamboo 

J. S. Bretz Co Magnetos, Bowden Wire 

Aero Supply Co Supplies 

Charles E. Dressier Model Maker 

Wm. P. Youngs & Bros Lumber 

Buel H. Green Turnbuckles 

American Propeller Co Propellers 

Vacuum Oil Co Oils 

H. M. H. Mills Cloth 

Goodyear T. & R. Co Cloth 

R. O. Rubel, Jr., & Co Woods and .Joints 


To construct a parabola (iu a simple manner) 
draw the line AB ; and AC perpendicular 
to it. On AB lay otf the points, equi- 
distant. P. G, D, etc.. as many or as few 
as desired, and- at any arbitrary distance. Draw 
from these points the perpendiculars FP, (lE, DI. 
etc. With P as a center lay off the arcs GP, DK. 
HI. etc. Bisect AF at V. Taiie any point O 
between V and F. erect perpendicular OL and with 

given point F; and all points on curve must be 
equidistant from these two. Hence, all radii must 
be taken from F. FE =: AG, FJ = AH, etc. 

To duplicate a particular rib from printed 
data (if same is a parabola), where the greatest 
depth of curve and the length of the chord is 
given, one may follow this method : 

If the greatest depth (or the depth at a cer- 
tain distance bacii) is known to be. say, 4% 




r^^-^i ' 


Baldfvjn Curve f<si>oveJ 
Drawn to 5cale 



\ 1 


E/-^ ' 


\ ' 


y^-^ 1 \^ 


\ 1 

1 1 • 






/>7 , 1 1 


I 1 1 1 


^. VO F N G D H 


T- Vertex f 'locus 

F as center and OA as radius cut OL at L. 
AG = PL. Then VLPE, etc., are points on 
curve. Draw a "fair" line through the points 
L, P. E. I, etc., and you have your curve. The 
chord VR may be drawn ))etween any points, 
dependent upon the depth of curvature and place 
of greatest depth desired. Other methods may be 
found in text-books. The degree of curvature 
depends on the arbitrary distance AF. and this 
distance must be selected to give the desired 

A parabola is defined as a curve, any point 
of which is equidistant from a given line and 
a given point. The given line is AC and the 

in., and the chord is 4V3 ft. (54 in. divided by 
4% in. z= 1 in Hi), lay out a trial parabola, 
as shown in sketch, using some arbitrary distance, 
say, 3.0 in., for AF. When complete take a 
straight-edge 4*4 ft. long and move along the 
parabola until a T-square laid on the straight- 
edge will show the necessary depth at the required 
point. If incorrect redraw, using another distance 
for AF. 

To draw a parabola to a scale of 1 in. to the 
foot, with the gi-eatest height 41/2 in. at 18 iu. 
back, give AF a value of 3/10 in. This can be 
drawn on cardboard and then cut out with scis- 
sors and used thereafter in making drawings by 
working around. 



October, igto 

M.MACEE&SON I^^Ve's Tn^'t'ock 

147 FULTON ST., N. Y. Tel., 5635 Cort. 


All Qi'7f»c tiuilt to order on extremely short 
t\n Ol/SCb notice. CWe do experimental 
ivork of all kinds. CWe are specialists in light, 
.ubular, frame construction work :: :: :: 

fhe tiger cycle works CO. 

r82 Eighth Avenue - Phooe, Bryant, 1268 - New York 


20" X 2" Curtiss Type in Stock-WEIGHT 7 LBS. 
Monoplane Tail Wheel. 16" x Ha'-Weight 3 lbs. 

Farman Type Axles ^-H^^shSxLbe. 

14" Wire-Spoked Steering Wheels - - Turn-Buckles 

r. A. WEAVER, Jr., 956 8th Ave., N. Y. 

L. B. REPAIR CO., Inc. 



J25 W. 57th St., K Y. Tel. 6549 Col. 


We Accomplish Results where Others Fail 
'edersen Lubricators have proven to be tbe most reliable 

Pedersen Manufacturing Company 

(established 1884. Incorporated 1906) 

W^eaver-Ebling Automobile 


All/Aeronautic Supplies 
5230 Broadwky at 79th St., - - - New York 

Supply House Offers Trophies. 

The R. O. Rubel, .Jr., & Co., aero supply con- 
cru, has offered twelve trophies, under various 
onditions, as follows : 

To the purchaser (club, private parties or man- 
ifacturersj of auy make of aeronautical motor 
hrough us, durinj; the year of 1910' and the first 
hree months of the year 1911, we offer twelve 
liver loving cups valued at $500, to the aviator 
?ho remains the longest time in the air without 
ouching the ground ; rises from the ground in the 
hortest distance ; to the first ten aviators who fly 
00 yards or more without touching the ground 
fill be awarded silver loving cups. Awards to tlie 
.rst ten aviators wlio qualify in making a 100 
ard flight will be made commencing August 10, 
910. in rotation of their (lualirtcations. 

Sworn affidavits together with two witness' sig- 
latures recjuired in filing report. 

No other conditions are imposed except that the 
ngine be purchased through the company. 

Auto & Aeronautic Supply Go. 

C Aeronautic Supplies of Every 

Description in Stock 
C, Wood Cut as per Specifications 
2100 BROADWAY (73rd St.,) NEW YORK 


New York 

Health Food Chocolate 

Most Suitable for Aeronauts or those 

requiring a Non-Bulky Sustaining Food 


»» M. MX Hj Aviator wire of high 
strength — Plated finish — Easy to solder 
^Aviator cord of twisted wire. 

John A. Roebling's Sons Co., 


N. J. 


which you may desire from Fl^ri*, write to 

Ladis Lewkowicz, Ervauville^Yoiret, France 

and prompt attention will be giveiJvour inquiry. 

SpecicJty of securing reliable and successful*id»rs. Any styles of 
aeroplanes. Quickest delivery and lowest ^ur^L Manufactureis' 
guarantee. Full information can be obtaidfcl fromNny lawyer and 
resident representative, Eugene I. GoWIieb, Esq., 140 Nassau 
Street, New York City. 



For Model ai)S Full Sized 
^ Prices on ' Ap^lcation 

LCDUQUET '''Z^'^ti' 

Specially Selected for Aeroplanes 

J. DELTOUR, inc., 49 Sixth Ave., New York 


White Aeroplane Co. 

15 Myrtle Ave., Brooklyn, N. Y. 


Excellent facilities for experimental and model work 





20 Years Experience 





October, ipio 


Send for book telling how to obtain Patents and Illustrating 100 Mechanical Movements 

CHAS. E. BROCK, patent attorney 

4. 4; 






Competent Patent Work Pays in the End. 

You get it here at Minimum Cost. 

Also Working Drawings and Reliable Data 

for Flying Machines. 




Our N>w Book PATENT-SENSE Mailed Without CharEC 

I R.S.& A.B.LACEY, Washington, P.O. Estab. 1869. 

rEC I 

89. 1 




Aeronautic Inventions 

a specialty 
at home and abroad 



H. L. WOODWARD, 730 9th St. 

0pp. U.S. Patent Office, Washington, D.C. 

Serious Work 
100-Page Book 



First Complete Aero 
Book Catalogue 


Aeronautics, 250 West 54th Street, New York 



Late Examiner U. S, Patent Office 


American and foreign patents secured promptly and 
with special regard to the legal protection of the in- 
vention. Handbook for inventors sent upon request. 


Washington, d. C. 



Send sketch for free search of Patent Office Records 
How to Obtain a Patent, and What to Invent, with List 
of inventions 'Wanted and Prizes offered for Inventions 
sent free. Patents advertised free. 

We are experts in AIRSHIPS and all patents and 
echnical matters relating to AERIAL NAVIGATION. 

VICTOR J. EVANS & CO., Washington, D.C. 



'Why Patents Pay," "100 Mechanical Movements" 
citid a Treatise on Perpetual Motions — 50 Illustration; 

F. G. DIETERICH 8c CO. patent lawyers 
803 Ouray Building, Washington. D. C. 

"The Protective Patent" 

This book for inventors sent free, $35.00 required 

to file patent application. Total cost $65.00 


BEELER & ROBB, Patent Lawyers 

87-90 McGill Building - - Washington, D. C. 


IL J^""nilllb A. JUnndCoOL lD~ir 


C Improvements in Aerostructures should be protected without delay. Thousands are 
experimentin^JT, and your discoveries may he made and i)atented by others. A seemingly 
unimportant point to-cLu'. m;o control the .\eroplaiie and Dirijrible in tlie future astheSclden 
Patents control the Automobile. Do not give your ideas away; protect them with solid patents. 
We render an opinion as to the patentability of any invention without charge, .^end us a 
sketcli and description, photograplis or a model for immediate reijort. 

Hooklets giving: full information in Patent Matters, a list of needed inventions and a history 
of successful patents, mailed free. Write for them. 

%^t .r-t. .^^w^wmt m w^wm. a .««.■■ k k. ■ v^ ■ r- ^ PROMPT AND PROPER SERVICE 

WOODWARD & CHANDLEE 1^47 F Stree*. WasTTn-^ton, D. C. 

In answering advertisements please mention this magacinc. 


October, 1910 



W. E. Colyer, Box 391, Saranac Lako. N. Y., 
has a patent to dispose of. No. .S97.T."i8. Sept. 1, 
llidS. Tlie macliiue covered therein is of the heli- 
copter type, comprising- two superposed screws or 
discs on concentric iipriglit sliafts driven by bevel 
gears, and rotating in opiiosite directions. There 
is a framework upon whicli is mounted tlie engine, 
driver's seat, etc.. witli means for sliifting tlie cen- 
ter of gravity b.v a lever in order to tilt the lift- 
ing screws and give the whole apjiaratus a forward 
movement. Steering right and left is effected by a 
vertical rudder at the rear of the frame. 

There are two claims in the patent, as follows : 
_ \. X flying machine comprising a main frame, 
'oppositelr rotating • jiroiiellrrs carried thereby, a 
"snpplemi'nlal frani'^ suspended from the main frame, 
said siiiiplemental frame comprising hangers pivot- 
ally connected with the main frame, a bottom bar 
pivotally connected with the hangers, and a link 
joining the hangers above the bottom bar, drivi> 
gearing supported by the main and supplemental 
frames for driving the propellers, and adjusting 
means connected with the bottom bar and link of 
the supplemental frame for shifting the portions of 
said frame to change the center of gravity of the 

2. -Vtl-yiug macbi&e-eBibod^-tng K ihaTh Tranre, 

j)4Xi4iiiller>v *>artied -thereby, a s«i>i>tpmental frame 

suspended from, tlie main frame, said sup]ilemental 
fyime eomprishig hangers pivotally cimnected with 
ihe main frame, a liottom bar pivotally cunuected 
wttTi the hangers, and a link joining the hangers 
aT>ove the l)Ottom bar, drive gearing supported by 
the main and supplemental frames for operating 
tkc propellers, and adjusting means associated 
with two of the aforesaid portions of the supple- 
mental frame for shifting said frame to change the 
center of gravity of the machine. 


To the Editor. — Stability under all conditions 
is a n(H-essity to a successful aeroplane, and an 
automatic form of maintaining the e(|uilibrium has 
an incalculable advantage over one that retiuires 
the constant attention of a skilled operator. A 
pendulum arrangement of the weight is cumber- 
some and awkward, as is also the gyroscope, and 
a complex superstructure is always at a great dis- 
advantage. Neither do I believe that any perman- 
ently rigid type of supporting surface, even such 
as i'.ell's tetrahedronal cell system, can success- 
fully meet all conditions. 

I set out to lind some arrangement of the sup- 
porting surfaces simple in construction that would 
(•(lualize the jiressurc^ throughout the machine in 
.ill atmosiiheric disturbances. I wanted something 
-inch that as one side of the machiiu' would be 

tilti'd up under sudden luiexen pressure, the pres- 
sure would be equalized and equilibrium restored. 
I wanted the angle of incidence to alter itself to 
meet changing conditions, and I finally worked out 
the following method : 

I'lanes are hinged to each side of a central frame 
or chassis so that the lines of connection (B B 
in figures) will diverge sharply to the rear, giving 
the vertical projection of tlu' central frame the 
form of a triangle with base to the front. At 
points near the extremities of the ojiposing planes 
a cable is fastened which runs through a i)ullev 
(A in Fig. 21 located below the level of the planes. 

Now you will note that swinging one of these 
planes down will increase its angle of incidence, 
and, as the two sides are joined by the cable, a 
movement on either side causes an opposing move- 
ment on the opposite side. As the cable runs 
freely on the pulley, extra pressure exerted on 
one side as by a gust of wind will force that 
side up, but while doing so would decrease its 
angle of incidence (to the possible extent of form- 
ing a negative angle), lessening the pressure due 
to the advance of the machine, and not only would 
that alone tend to preserve equilibrium, but the 
cable would exert a downward pull on the opposite 
plane, tending to increase its angle of incidence, 
consequently equalizing the pressure. 

An additional effect may be secured if we raise 
the pulley ; then both planes will be raised and 
their angle of incidence would be dtx-reased. while 
lowering the pulley would have the opposite effect, 
thus transferring to the nuiin supi)orting planes 
the function of extra elevator planes. 

Still further is it to be noticed that if the pulley 
be held in place by a properly adjusted spring so 
that changes in pressure due to the relative speed 
of the machine would raise or lower the pulley 
(hanging the angle of incidence to meet the 

Bracing and trussing would have to depart from 
])resent methods, as the entire strain is concen- 
trated on the cable and hinge connection, but after 
considerable experiment I believe that a machine 
of this type may be built lighter, siiupler and safer 
than a so-called rigid type. At least that has been 
my experience with gliders. The principle may be 
applied to either monoplanes or biplanes, though 
several inherent features of the biplane seem to 
favor its use with that type. Financial circum- 
stances have i)revented me from experimenting in 
reference to the elimination of the rear auxiliary 
planes, except in the case of gliders, but I think it 
can be done with advantage in a power driven 

Note. — The principle is protected by patent right 
ill this country. 

M. B. DrXKLK. 

Moscow. Idaho. 

r/g: R 

Figure I. 

Showing two methods of Joining planes to central frame, 

A. Central frame. 

B. Hinged connection of planes to chassis. 

Figure II. 
Showing action of planes in maintaining lateral stability. 

A. Pulley. 

B. Hinged connection of planes. 

C. Cable or connecting element, 



October, 1910 


To the Editor. — I beg to call your attention to 
the error in the specifications of drawings on pages 
105-106 of September Aeronautics. On page 106. 
paragraph 4, lines 19, 20 and 21 ("The longitudinal 
action front and roar is simultaneous. There is no 
transverse action of rear rudders except for emer- 
gencies. The advantages") sliould be in para- 
graph 1, page 100, lines number 5, 6 :md 7. 

In paragraph 5. page 105. line 0, you have "(Fig. 
II) B. E. are adjustable," etc., which should be 
(Fig. II B), etc. 

Any one who is interested enough to make this 
correction will get a great deal more sense out of 
the three paragraphs. A number have evidently 
figured this out for themselves, as I liave re- 
ceived several inquiries and will probably receive 
more. — Very truly yours. 


Chicago, III. 

Ladis Lewkowicz, who will be remembered in 
connection with the importation of a Bleriot ma- 
chine into this country, has been able to m<U^e a 
flight of 40 miles in length in Holland. 

James Montgomery's play. "The Aviator," was 
presented by Cohan & Harris in Boston, opening 
September 5. There were two boxes full of avi- 
ators, including Grahame-White, Brookins, Ralph 
.Tohnstone, and others. The comedy is cleverly 
written and very funny. 

The "Bleriot XI," which was built by the Church 
Aeroplane Company, made a big "hit" with the 
audience, as they were surprised to see a real 
live machine, which takes five men to hold when 
the engine is started up. 

The Aeronautical Society of Great Britain is 
going to present Octave Channte with its gold 
medal. The ceremony has been delayed by his 
recent sevei'e illness, but he is expected to be ovei' 
in England in the autumn. The medal will prob- 
ably be presented at a public dinner. 

The list of aviation pilots of the .Vero Club of 
France now totals 207. 


FOR SALE — 7 h. p. Curtiss motor, good as new. 
.1;100; first offer takes it. Max Slupar, 962(; Erie 
Avenue, So. Chicago, 111. 

SEXI) .$1 — For blue prints and instructions for 
l)uilding approved design "Monoplane." Aero- 
planes built to order : estimates and prices fur- 
nished on any type of machine. .T. Horat, Lafay- 
ette, Ind., manufacturer of aevoplanrs to order. " 

FOR SALI-] — Curtiss type biplane completed, in- 
cluding motor; real flyer, and with a record; splen- 
did construction; guaranteed perfect. S. W.. care 

BACK NUMBER WANTED — Will pav if;!. 00 for 
copy of Aeronautics of February, 1910. Address 
.\. C. \., ca)x> of Aeronautics. 

FOR SALE — Ciltftiss 7 li. p. motor, complrtr. 
with propeller anal all attachments. Price .$i;0(i. 
.7. W. Roshon, lOy?^. Third St., Harrisburg, T'a. 

CURTISS type aeroplane; guaranteed to fiv : 
construction perfect in every detail. Address 
Aeroplane, c. o. .\eronautics. 

TYPEWRITI;RS.— All makes. Caligraphs .$6.00; 
Hammond, Deusmore $10. Ou ; Remington, .f 12.00 ; 
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October, tqu) 


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made for inventors, manufacturers and 

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116 West 39th St. :: New York 



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ilso Nickel Steel Tubing 
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Builder of the Balloon ' ' Chicago ' ' the 
largest in the world; the "Indiana," 
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For Sale — Four new spherical balloons, 
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THE next ftVatachiev/ement in avia- 
tion maj' iVe Motc/rless Flight. 
Many eniiiifent /engineers and 
physicists believe \t /to be attainable 
by man. We kno/x^ that it is per- 
formed by tlie pirOTi. Read tlie 
article entitled '/SoARfWo Flight," 
bv Octave CuADtuTE, in\Jie Epitome 
OF THE AeronaV'!tical Ann\\l. This 





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postage /2 cents. W. B. CLARKE 
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Because it's a combine^ HeUcopter — -Para- 
chute — Gyroscope — FLY-Whc'^i — Monoplane ? 

JOS. E. BISSELL, Box 795, f ittsburg, Pa. 


In answering advertisements please mention this magazine. 


October, 'rpi 


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O T E S 


October, 1910 


PASSENGER SLOW AND FAST SPEED RECORT^^ Smashed his owu pievious flfture for altitude and 

Bouy, France, Aug. 16. — Lieut. Mailfert, wTtb- ^lade a new mark of S^tGS ft. His propeller 
passenger, in a Farmau machine, flew 12 kil. in ^ sj^opped at 4,500 ft. and the glide to earth was 

minutes, an average of 17.60 m. p. h. Re- 
rning, the distance was covered in 8 minutes, 
speed of 55.8 m. p. h., the difference being 
le to the wind. 


Frankfort, Germany, Aug. 17. — Five machines 
started in a cross-country race from Frankfort to 
Mannheim, for .$10,000 in prizes. Tholen I Wright) 
with a passenger, had to land at Mains on ac- 
count of cracked cylinder. Weincziers (Antoinette) 
and .Teannin (Farman) aLso reached Mains. Two 
days later the balance of the trip was made. 
.Teannin shipped his machine back and made the 
flight in. one stage in 1% hours. Lochner and 
Lindpainter also covered the course. 


Vienna, Austria, Aug. 18. — .\dolf Warchalowski 
flew in his own type machine from Wiener-Neustadt 
to Vienna and back, covering 110 kil. in 1 hour 
and 30 minutes. 


Rome, Italy, Aug. 20. — Lieutenant Fasqua Vi- 
valdi of the Italian army was killed this morning 
by a fall from his Farman aeroplane. He had 
made a trip in the early morning from the military 
aviation field at Ccntoci'lle to t'ivita Vecchia oii 
the Mediterranean sea. thirty-eight miles from 
Rome, and was returning to Rome when the ac- 
cident happened. A few miles outside of Rome 
the machine dashed to earth, for some unexplained 
reason. At the time of the accident the aeroplane 
was 300 ft. high. 


Flushing. Holland, .\ug. 27. — Clement Van Maas- 
dyck, flying at a height of 150 ft. when, machine 
stopped and fell perpendicular to the ground : the 
aviator fell on his back, the full weight of the 
engine on his breast, and was instantly killed. 


Geneva, Aug. 28. — Armand DgMux today won 
the Swiss aviation club's prize for a flight across 
Lake Geneva in an aeroplane. Starting at Noville, 
four miles south of Montreux. he llew to Cologne, 
near Geneva. j^, . y»\ ,, <• 

The distance, about forty miles, wis negotiated ^, 
by M. Defaux in flft.y-six minutes. ' ■ , 'j^^v 


Lille, France, Aug. 29. — Louis Breguet, the avia- 
tor, took up four passengers in his biplane be- 
sides himself. The total weight sustained by his 
machine, including the gasoline, was 921 pounds. 

This feat is Ik f 'w'^ rd - to be a world's record. 

Paris, Aug. 20. — M. Bielovueei made a sensa- 
tional aeroplane flight above Paris today, and 
circled above the Eiffel Tower at a height of 
2,450 feet. 


Havre, France. .Vug. 20. — Leon Morane, in his 
Bleriot, broke the world's altitude record, reach 
ing a height of 'r-,054 ft. 

Ostend, Belgium. Sept. 2. — Miss Helene Dutrieu. 
the French aviator, established a new record for 
woman pilots in distance and altitude with a pas 
senger today. With a companion, in her Farman 
areoplane Miss Dutrieu flew fromi this city to 
Bruges and returned, without alighting, a dis- 
tance of aliout 28 miles. At Bruges she circled 
above the famous l)elfry of Les Halles, at a 
height of 1,300 feet. 


Douai. France, Sept. 2. — A military aeroplane 
piloted by Louis Breguet and carrying also Capt- 
Madiot, who made observations, flew from here 
to Arras and return today at a rate of 55 % miles 
an hour, estalilishing a new record for speed with 
a passenger. 


Beauville, France, Sept. 3. — Leon Morane broke 
the world's altitude record again today. He 


today from .Vngouleme. com- 

<HOf his flight from Paris to-- ^ 

the trip with only throve / 

$ielovucci's tiiu.e from' Paris » 

Bordeaux, France, Sept. 3. — M. Bielovueei „. 
rived at 12 :25 p. m. today from .Vngouleme. com- 
pleting the final stage<n6f 

Bordeaux. He made 

intermediate stops. Bi _ .. 

to Bordeaux was 6 hours l4..jBrflutes of a'cUial 
flying and the.rout,e covered is estimated at 335 
miles. \/^ (\I0 

The first stage was to Orleans. 110 kil.. on 
Sept. l.A The following morning he flew 17,0 kil. 
to Chatellerault in 1 hour and 45 minutes. .Vfter 
lunch he reascended and continued to Angouleme. 
135 kiUX The next morning he completed the trip. 
The speedy fr ii i th i 170 liil. .L i t figures J|» m. p. h. 
average. VHis machine is a Voisin. ^ ^^ v * 


London, Sept. 6. — J(?Iin' B. Moissant, the .Vmeri- 
can aviator who started from Paris on August 
16 for a flight to London in his Bleriot, and who 
after crossing the English Channel with his 
mechanician as a passenger, met with several mis- 
haps, finally reached the Crystal Palace at 5 :30 
o'clock this afternoon. After circling the palace 
he flew off in the direction of Beckenham without 

Moissant. with his miechanician, Albert Fileux. 
as a passenger, left Paris Aug. 16, and reached 
.Vmiens without mishap the same evening. The 
next day he left .Vmiens and crossed the Channel 
with a passenger, thereby making a new record. 
He was compelled to descend at Tilmanstone, 
about seventy miles from London, because of high 
winds. He resumed his .iourney to London the 
next day, but was compelled to land at Upchurch, 
about 'thirty-five miles from London, on account 
of the wrecking of his propeller and damage to 
his planes. 

He started again, on August 20, but met with 
another accident after going about five miles and 
landing at a place between Gillingham and Twy- 
dale. He made other attempts to reach London 
since that time, but was compelled to descend after 
.making very little progress. 

Moissant started again this morning, but had 
to come down at Oxford, some twenty-five miles 
from London. lie made slight repairs here and 
then started on the flight which brought him to 
his goal early this evening. 


Issy, Sept. 8. — George Chavez, a young Peruvian 
aviator, broke the world's record for height, rising 
in a 50 h. p. Bleriot monoplane S»%il2 ft. in 
a flight taking 41 minutes. 


Baden Baden. Germany, Sept. 14. — The Zeppelin 
VI., took fire after au oxijlosion, while being- 
warped into her shed. 

The Zeppelin VI. during the past eighteen days 
has made thirty-four passenger trips, covering 
about 2, Goo miles, and carrying more than 3(mi 
passengers. The flights of the dirigible were made 
regularly, often in unfavorable weather. The air- 
ship ascended at 11 :20 o'clock today with twelve 
passengers for a trip to Heilbronn. It had covered 
abmii twenty miles, when a motor in the forward 
gondola acied badly. It was impossible to effect 
satisfactory repairs, and after some time had been 
spent in the futile effort, the airship returneii k 

here. <!, ^^ 

The Zepjielin VI. will be best remembered by 
its notable flight from Friedrichshafen to Berlin^j. 
when it carried Count Zeppelin, the inventor, on a - 
visit to lOmix'ror William. The airship was l)uilt 
in 1909, but had since been altered and enlarged. 
Suspended from the center was a luxuriously fur- ■ 
nished cabin. She carried a crew of ten men. '," '-^ 




/, r. ^J^ 




er, 1910^ 


250 West 54th Street 
New York 

Cable; Aeronautic, New York 
'Phone 4833 Columbus 


A. V. JONES, Pres't — — E. L. JONES, Treas'r-Sec'y 

subscription rates 
United States, $3.00 Foreign. $3.50 




No. 39 

OCTOBER, 1910 

Vol. 7, No. 4 



Entered as second-class matter September 22, 1908, at the Postoffice 
New York, under the Act of March 3, 1879, 

C AERONAUTICS is issued on the 20th of each month 
All copy must be received by the 10th. Advertis- 
ing pages close on the l5th. :: :: :: :: :; 
#T Make all checks or money orders free of exchange 
^^ and payable to AERONAUTICS. Do not send 
currency. No foreign stamps accepted. :: :: ;: 

American Sportsmanship. 

FOR the sake of Amerieau sportsmanshiii, ii 
must be ui-god that, in defending- trophies 
gained by Americans, apparatus of home manu- 
facture be employed. 

It is with sincere regret that one remembers it 
seemed desirable by some of our representatives 
to use foreign made balloons in the four past 
Gordon P.ennett balloon races. 

The ItlOB Gordon Bennett was won for America 
in a foreign made balloon, the only entry. In 
190i7, at St. Louis, but one of our three balloons 
was of American make. At Berlin, in 1908. two 
of the three American balloons were made in 
Europe. In 1909 we had but one representative. 
Mix, who is looked upon in France as a French 
man, and he used a French built aerostat. 

It should be made a rule that defenders oi 
American sports use apparatus of home make. Is 
it not a hollow victory to win from France an 
American cup in a Frenda balloon V 

Will the plaudits of dB' American people be 
very hearty if American sportsmen see tit to use 
a foreign balloon or a foreign aeroplane in the 
two international events to be held here this FallV 

IT is sincerely hoped that our representatives 
in the aviation race will be picked after elim- 
ination trials. When, in 1907, Aeuonautics 
urged elimination trials for the 190'8 Gordon 
Bennett balloon race one of the officials of the 
Aero Club of America raised holy protest at the 
bare suggestion of such a socialistic scheme. The 
idea! With satisfaction Aeuox.\utics views the 
elimination race at Indianapolis. 

Dr. II. W. Waldeu, a plucky would-be aviator, 
who recently had a rather narrow escape from 
serious injury in his first attempt at flight with a 
new monoplane, tells of an amusin;; incident rela- 
tive to the accident. 

After having his broken collarbone and three ribs 
bandaged by the local hospital surgeons, he pro- 
ceeded to the railway station to take the train 
for Kew York. While waiting on the platform 
he noticed a man walking nervously up and down 
and finally the object of his concern addressed 

"Are you not Dr. Waldeu V said he. 


"Well, I thought you were dciid ! I'm llic uii 
dertaker of the town." 

S. E. Iiinquent, Esq.. 

Dear Sir: — There evidently is a well- 
founclecl impression amongr the aeronaii- 
tically inclined in this country that I am 
putolishing- AERONAUTICS for the ben- 
efit of my health ; or else tliey imag^ine 
the mag-azine is some wonclerf ally pro- 
ductive g-old mine. 

I freely admit that the financial health 
of the paper has improved considerahly 
within the past year, and it migrht be 
now considered convalescent. I don't 
like to think of the possibility of a re- 

Other publications of an aeronautical 
nature have come and g^one or have 
leaning's in the latter direction. They 
never "come back" — to stay. But AERO- 
NAUTICS has always managfed to pull 
through any sinking- spells, thanks to 
the hearty support of its ever-increasing- 
readers, who have appreciated what I 
have been trying to accomplish. 

Now, please don't think that your con- 
tinued support is not desired — for it is. 

There is quite a number of unpaid re- 
newals on the records. The delinquents 
have had several requests to come 
across, but they have NOT responded, 
either one way or the other — not even 
when there -was inclosed an addressed 
postal with the official portrait of Uncle 
Sam. in the corner. 

If I can't get attention for my letters, 
there is only one thing left to do — and 
I have done it herewith. If anything is 
read through, it's AERONAUTICS. I 
knovz you want the magazine for you 
be"-an when it -wasn't quite so g-ood as 
it is now. I know many of you person- 
ally, and I am certain you do not mean 
to let yoitr subscription cancel by de- 


Very truly yours. 

National Balloon Race Results. 

New York. Sept. 22 — Unofficial figures were given out 
today of the standing of the contestants in the National 
CliMiniiioiiship Race and elimination race for the Gordon 
Hoiniett tVdiu Indianapolis. These are subject to revision 
by Mr. Williams Welch of the U. S. Signal Office. 

A. R. Hawlev, to Warrenton, \'a.. 4()0 ni. 

H. K. Honeywell, to Brush Valley. Pa.. .S.s.") m. 

S. L \'on Phul. fo Iraftord, Pa.. rWo m. 

.1. H. Wade, ,lr., to Showalter. Va., :?75 m. 

W. T. A.ssmann, to McFarland, W. Va., :i20 m. 

Chas. Walsh, to W. Milton, O , 29.5 m. 

A. T. Atherholt, to Dexter, O., 2,S5 m. 

C. F. Harmon, to Powellsville, O., 180 m. 

C. G. Fisher, no record. 

Hawley. Honeywell and Von Plnil \\ill represent 
America in the Gordon Bennett from .St. Louis. Oct. 17. 
No records were broken. 


It is found necessary to state that A. C. 
(iR.VNT has no connection with Aeron.vutics. ^^ e 
will not be responsible for any agreements made 
bv him in our name. He has no authority to use 
tiic nil me of the magazine in any way whatever. 
Aekonautics Puess, Inc. 



October, 1910 


By Dr. Thomas E. Eldridge. 

THE voyage from Phihidelphia to Daubuiy, 
N. II., Aug. 3 and 4. was a brilliant success. 
and suriJassed any other fiif;ht I have ever 
undertaken. The peculiar feature of this 
trip was that it was made chiefly in total dark- 
ness, a rare experience, that has "peculiar charms 
such as are impossible to describe. Mr. Welsh 
Strawbridge and myself ascended from I'oint 
Breeze at 9 :28 on Wednesday night, rising imme- 
diately to an altitude of about 1,000 ft., at which 
lieight we passed in a north-northeasterly direc- 
tion over the city. As we left the city, we passed 
into total darkness — darkness so deep that we 
could not determine what were the particular 
points over which we were passing. Indeed, so far 
as locality was concerned, it was possible only to 
distinguish the general character of the country. 

At 12 :35 we passed over a number of moun- 
tains, which we realized through our drag rope 
catching. At 1 :10 a. m. we passed over another 
river, and at that point we found ourselves buried 
in the deepest and most ojipressive darkness. 


.^^11 through the night we passed over moun 
tains, lakes, towns and rivers 

All this time we were enveloped in such darkness 
as is impossible for me to describe. I can only 
say that as we were passing through it, I thought 
of the first chaptei' of the Book of Genesis, of the 
chaos that existed before the world began and of 
the terrible immensity of space. It was a darkness 
overwhelming, and both Mr. Strawbridge and I 
were glad when we saw the tirst signs of day- 
break. That was about 4 :10 a. m. Over the great 
chains of mountains we could see the inky black- 
ness gradually fading into gray. 


And such a color effect as we saw in the transi- 
tion of the black through ihe various shades of 
gray is something that cannot be described ; to be 
appreciated it must be seen. And when the day- 
light disclosed to us the world below, we agreed 

that never before had we seen such wild, rugged 
scenery as that lying at our feet. Finally we saw 
the sun, a great globe of red fire, climbing over 
the mountains and shedding his light upon a beau- 
tifully cultivated region over which the balloon was 
passing. At .j :1() we went over another river, 
and then we beheld all the beauties of sunrise, all 
the gorgeous tints and shades of red and yellow 
and blue. 

All during the trip we had not suffered from 
erild, l)ut about 7 o'clock Thursday morning we 
were obliged to put on a little extra clothing. At 
that tim(> we passed through a hailstorm, the 
particles of which were about the size of sago 
kernels. That was at an altitude of 1.3,750 ft. 
About 8 o'clock we rose to a height of 15,100 ft., 
about which time, we afterward learned, we had 
passed over the Rugged Mountains and the Kear- 
sarge Mountains, the highest points in New Hamp- 
shire. At that time, too, there was a thunder 
storm going on beneath us, and we could see the 
lightning flash and hear the thunder. After that 
we saw wonderful cloud effects. 

All around us as far as we could see were im- 
mense towers of clouds, thousands of feet high, 
forming a gigantic basin, in the middle of which 
floated the balloon. These clouds gradually ap- 
proached us from every side until we were entirely 
enveloped in them. So dense, indeed, were they 
that we could not see the balloon's bag above us. 
At the same time the clouds caused the gas in 
the balloon to condense and we then knew that it 
was time for us to descend. 

From an altitude of 15.100 ft. we dropped into 
the midst of woods two and a half miles north of 
Danbury, Merrimac county. N. H. As we descended 
the balloon was caught between four trees and we 
were obliged to climb down to the ground. Mr. 
Maxfield, the proprietor of the farm, greeted us, 
and at once, with his men, proceeded to chop down 
the trees so that the balloon might be disen- 

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October, 1910 


lliiiuilton, O., Sept. 6. — George R. Howard, 
O'orge Mosner, Chas. Trautman and Edward Pen- 
rod in the "Drifter" to Newark, O. 

NoTK : Asterisk (*i denotes trips of ItHi miles 
or over. 

*Point P.reeze. Pa., \\\%. 16. — Dr. Tlios. Edwin 
Eldridge, pilot, Dr. (Jeorge 11. Simmerman and Ira 
L. Brown in the "Phila. II" to Negro Mt.. Md.. 
2l'2.37 miles. The piuty left at 8:27 p. ni. and 
rose above the clouds in the moonlight. The log 
says: "A most wonderful elfeet. The dull, sombre 
shades of gray conlrasled markedly from the light, 
airy effect by day. I'assed over Ilanovoi' and Get- 
ty.s"burg at 2 "a. m'. .Vt :! a. mi. crossed the Allegheny 
mountains. The sight was wild and picturesque 
at daybreak, whrn the sun lifted the balloon to 
14,000 ft. The landing was at 'J :05 a. m." Dr. 
Eldridge now holds the Philadelphia record for 
altitude, distance and duration. 

Hamilton. ().. .\ug. IS. — Mr. and Mrs. George 
R. Howard, Mrs. Charles Trontman and Mr. and 
Mrs. Albert IIolz in the "Drifter" to Dry Ridge, 
Ky. Distance 50 miles, duration S^A hours, alti- 
tude 5.700 ft. 

Pt. Breeze, Philadelphia, Aug. 25. — A. Leo Stev- 
ens, Arthur T. Atherholt and Conyers P.. Gra- 
ham in the "Penn. I" on a night trip, landing 
at South River. N. .1., at 4 :45 a. m., leaving at 
3 :25 a. m. Distance, 55 miles. 

Lowell, Mass., Aug. 27. — J. Walter Flagg. pilot. 
John AV. Harrington and Henry J. Murch, to 
Haverhill, Mass.. a distance of about 17 miles. 
I>uration 1 hour and 20 minutes. 

Topeka Club Buys Honeywell Balloon. 

St. Louis. Mo., Aug. 28. — H. E. Honewell piloted 
Messrs. Emerson, Cole and Sweet of the .\ero 
Club of Topeka on a demonstration trip. After 
making three landings, the last being near Jersey- 
ville. 111., the party hurried back to St. Louis with 
the balloon. The Topeka men bought the bal- 
loon for the use of the members of the club. 
It has a capacity of 40,000 cu. ft. In addition 
to the four people, 16 bags of ballast were car- 
ried and Ijesides that, two landings along the 
way were miade. At the inal descent, there were 
10 'bags still left. 

Mr. Honeywell is using his balloon "Centennial" 
in the Indianapolis race, and other entrants have 
Honeywell-built balloons. A new dirigible balloon 
has been completed by him along original lines 
which will soon be given a try-out. The gas (en- 
velope is flat on the under side. There is a large 
rudder for controlling the lateral movement o* 
the balloon attached to the stern, while on the 
bow there is fixed a larger plane for horizontal 
steering. The machine is provided with an alumi- 
num propeller and has a capacity of 0,000' cubic 
feet of gas. 

The French-.Vmerican Balloon Company, of which 
Mr. Honeywell is director, has done a surprising 
business in the manufacture of balloons. The 
gas balloons have gained and hold many records. 

Indianapolis, Ind., Sept. 3. — Capt. G. L. Bum- 
baugh. Ray Harroun and F. L. Galnaw to Millers- 
ville, Ind. 

Pt. Breeze, Philadelphia, Sept. 3. — A. T. Ather- 
holt, pilot, H. H. Knerr and Clarence P. Wynne 
in the "Penn. I." to Pipersville, Pa., a distance 
of 33 miles. The ascent was made in a driving 
rain. The balloon was allowed to go up to 0,000 
feet without being able to get out of the clouds 
into clear sky. No land could be seen and even 
the statoscope failed to work and cigarette papers 
were used in its place. 

.lackson, Mich., Sept. 3. — J. H. Wade, Jr.. and 
X. Leo Stevens in the new Wade balloon "Buck- 

Indianapolis Speedway. Sept. 5. — G. L. Bum- 
baugh. Dr. L. V.. Custer and Dr. C. W. Mills in 
the "Indiana." had an exciting experience in an 
ascent at the dose of the auto races. .\ storm 
came up .iust after getting up and the rain came 
down in sheets. Vyi and down the wind took the 
balloon and the aeronauts did not dare use the 
little ballast they took along. The drag rop.» 
caught electric light wires on descending and 
broke them. The final landing was in the tree- 
tops. The trip lasted about 25 miautes. 


The Aero Club of Pennsylvania has had 

delivered a new 35,000-foi)t Stevens balloon, called 
the "Pennsylvania I." A "Balloon Section" has 
been formed, to the treasury of which a limited 
number of members pay .$2.50 weekly for ten 
weeks. Each week lots are drawn and three mem- 
bers have the privilege of an ascent. See "Ascen- 
sions" for records. 

A series of flight exhibitions will be held at the 
club aviation grounds at Clementon, N. .7., the 
first being on Septemlier 24-25, when Charles F. 
Willard will make his second appearance before 
Philadelphians. It is possible that Graham-White 
and Harmon will fly the following week. 

The Aeronautical Society, at an extra- 
ordinarily well attended meeting on September 8th, 
was favored with an interesting and valuable talk 
on autogenous welding, by Mr. A. Davis, of the 
Davis-Bournonville Co. A complete apparatus was 
used for demonstrating. Holes were cut in thick 
steel, steel tubes welded together and plates of 
steel cut quickly in two by the 2,300 degree flame 
of an oxy-acetelin blowpipe. 

On August 25th was held a discussion on "New 
Devices," Wilbur R. Kimball described his new 
model. G. L. Lawrence told of his experiences in 
aeronautics, beginning with tlie hot-air balloon. 
With his exi)erience as an actor to augment his 
effervescent humor, his tale was well worth hear- 

The Aero Club of lions' Island has been 
incorporated witli the Secretary of State to carry 
on experiments in aerodynamics and to advance 
the science and sport of aviation. The directors 
for the first year are : Howard C. Brown and 
Charles Wald, of Brooklyn : Francis C. Willson, of 
Flusliing ; Henry I. Newell. Jr., of Richmond 
Hill, and John II. Lisle, of Glen Cove. 

Book Note. 

\a' no 12 de la Tcvlniiquc (ii'niiiaulique (15 .iuin 
1910) contient une etude experimentale des hMices 
proptilsives par M. le capitaine Dorand, du labora- 
toire des recherches relatives Ti I'aerostation mili- 
tairo. Ce travail, d'un caract&re deflnitif, aboutit 
a des conclusions pratiques d"une grande porteo an 
point de vue de I'agencement des aeroplanes. 

Dans le meme numero. M. Riester-Picard, d^crit 
un nouveau type d'aeroplane a i-itesse variable. 
M. le capitaine Do. du bataillon des aerostiers mili- 
taires, etablit la theorie du guiderope (suite et 9. 
suivre) : M. Rabbeno emet des apercus theoriques 
et experimentaux sur les helices an point 
fixe . . . , etc. 

Procliainement la suite des papiers inSdits du 
colonel Gh. Renard (h(Mieoptere et helico-aero- 

L'Acioplane Pour Tons, par MM. Lelasseux et 
Marque, Ingenieurs E. C. P., suivi de Les Deux 
Ecoles D'Aviation. par M. Paul Painleve, de I'ln- 
stitut. — Un volum(> illustre. — Prix : 2 francs. — 
Lihraarie Aeronauih/iir, :\2. rue Madame, Paris. 
Voici le livre qui va permettre a chacun de so 
mettre en quelques instants au conrant de la 
grande question de 1 'aeroplane, dont il n'est plus 
p(>rmis il personne d'ignorer les principes ; en un 
style qui salt etre scientiflciue sans etre ni rebutant 
ni fastidieux, par des raisonncments mis i\ la 
portee de tons, sans Temploi d'aucune formule 
mathematique, ce beau volume contient une theorie 
excessivement claire de Taeroplanc et de I'emploi de 
ses organes de direction et de propulsion. Ob- 
servant un juste milieu entre I'ouvrage de vulgari- 
sation par trop banal et le precis scientiflque de 
''ingenieur, cette etude renferme un tableau com- 
l)let de I'aviation depuis son debut jusqu'aux der- 
nieros prouesses de nos aviateurs. Elle permet h 
tout le monde de se faire une idee nette de la 
locomotion nouvelle et d'en causer sans commettre 

De nombreuses photographies, des dessins sch^- 
matiques et des tableaux d"ensemble complfetent cet 
ouvrage dont la valeur est affirm^e par son tirage, 
(jui atteint aujour-d'hui la 24th Edition. 




f\p Uctoher, toyo 



of America 





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Fabrics , * 












W. Morrell Sage 


Models Developed 


One to Fifty Passengers 

Contractor to the United States Government 


Ninety-five per cent, of the Clubs in this country 

Also Representing the Santos Dumont Aeroplane 

American Representative 

Carton & Lachambre 

Balloon and Airship Builders 
of Paris, France 

The Wilcox Propeller 

Address : Box 181 

Madison Square 

N. Y. 

/;; ansivcriiig advertisements please mention this magazine. 


October, 1910 

* i 

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/^UR large illustrated catalogue list of all 4" 

materials for the construction of any type J* 

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2 A few complete aeroplanes and motors, new and 3) 
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4^ 3930 Olive Street St. Louis, Mo. , U. S. A. 



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I All Communications 


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Should Be Addressed 

Aviation Headquarters 

1737 Broadway 
New York 



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In anszvei'ing advertisements please mention this magazine. 



October, 10 ro 



Aeroplane Fabric a Specialty 

All Curtiss, Mars, Willard, Hamilton, Shriver, Russell, Seymour, Burgess 
Co. & Curtis, Frisbie, and all the best fliers have their Aeroplanes Covered 
with Vulcanized Proof Material. :: Use Vulcanized Proof Material and Win 

Lahm Balloon Cup — 697 Miles. Forbes and Fleischman, Balloon "New York" 

Best Duration Indianapolis Balloon Race — 35 Hrs., 12 Mins. Forbes and Harmon, Balloon 

"New York" 
U. S. Balloon Duration Record 48 Hrs , 26 Mins. Harmon and Post, Balloon 'New York," 

St. Louis Centennial 
U. S. Balloon Altitude Record 24,200 Ft. Harmon and Post, Balloon "New York," St. Louis 

Gordon Bennett Aviation Prize 
30-Kilom. Aeroplane Speed Prize 
Grand Prize of Brescia for Aeroplanes 
Quick Starting Event at Brescia 
2nd, lO-Kilom. Aeroplane Speed Prize 
2nd, Brescia Height Prize Glenn H. Curtiss 

New York World Prize, $10,000 Albany to New York. Glenn H. Curtiss 

New York Times Prize, $10,000 New York to Philadelphia and return. Charles K.Hamilton 



WILL last from five to six times as lon^' as a varnished balloon. The weight is always 
the same, as it does not require further treatment. Heat and cold have no effeet 
on it, and ascensions can be made as well at zero weather as in the summer time. 
The chemical action of oxygen has not the same detrimental effect on it as it has on a 
varnished material. Silk "(louble-walled VULCANIZED PROOF MATERL\L has ten 
times the strength of varnished material. A man can take care of his PROOF balloon, as 
it re(juires little or no care, and is NOT subject to spontaneous combustion. Breaking 
strain 100 lbs. per inch width. Very elastic. Any weight, width or color. Will not 
crack. Wati-i-proof. No talcum powder. No revarnishing. The coming balloon material, 
and which, through its sujicrior qualities, and being an absolute gas holder, is bound to 
take the place of varnished material. The man that wants to have the up-to-date balloon 
must use VULCANIZED PROOF :MATERIAL. Specified by the V. S. SIGNAL CORPS. 

Prices and samples on application 

Captain Thomas S. Baldwin 

Box 78, Madison Square 


III aiiszvcriuc/ adicrtiscmci'ts please inentioii this inagacinc. 










r, igio 


— — — ^^ 



Elbridge Special Feather-weight, 2-Cycle Aero Motors 
( water cooled ) : 

3 Cylinder. 30-45 H. P., 138 1-2 lbs. . $730.00 

4 Cylinder, 40-60 H. P., I 78 lbs. . . . 1050.00 

Cylinders 4 5-8 X 4 1-2, copper jackets, 
aluminum bases, hollow crank shaft. 
4Cylinder,20-24H.P., 1 50 lbs. (air cooled) 610.()0 
Cylinders 3 1-2x3 1-2, flanges 1 5-8 in. 
20 X 2 Aeroplane Wheels with tires built with steel ^^ 

rims and special hub, very strong, price, . .^JtHf 

E. J. W. Aeroplane Hubs turned from solid bar of 

steel, drilled 36 holes, well-nickeled, . . . 4.00 
E. J. W. Aeroplane Hub Brakes, enables aviator to 
slop his plane before or after alighting on ground, 
length 8 ins., outside cones 5 3-4 ins., bored 

36 holes 10.50 

E. J. Willis Propellers, laminated wood, perfect 
screw : 

6 ft.. 6 I -2 lbs 40.00 

7 ft., 9 lbs 50.00 

8 ft., 12 lbs 60.00 

The 6 ft. propeller gives 200 lbs. thrust at 
1200 R. P.M. 
Model Propellers, laminated wood, 10 in. to 12 in. 

perfect screw _ . . . . 4.00 

Galvanized Steel Cable for " Guying" : 

1-32 in., 200 breaking strength, price per ft. .03 

1-16 in , 500 breaking strength, price per ft. .03*2 
3-32 in., 800 breaking strength, price per ft. .04 

1-8 in., 2300 breaking strength, price per ft. .06 

Rubber Bands for models, 12 ft. lengths, I -8 in. 

square, each 1 .00 

Complete catalogue of supplies, 
motors, gliders, and light metal 
castings mailed free, upon request 

E. J. WILLIS CO., Dept. "F" 

67 Reade St. and 85 Chambers St., New York 


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441 -443 Golden Gate Av., San Francisco 
We have on hand: 

AH parts for Curtiss Biplane as per .specifications 
in September issue of "Aeronautics." 

Loose Monoplanes, ready for motor $350, 
crating: for shipment extra. Immediate delivery. 

Greene Biplane, with 8 cylinder Curtiss motor, 
$2500. Fine flyer, shipping cases included, 
guaranteed in excellent condition. Immediate 

Farman Type Biplane, with Elbridfre 40-60 motor, 
will give 5 mile tlight. $4500 including 
pacl\ing cases and extra propeller. Immediate 

Aero Wheels from $4.50 up. 

"Camsc" Unbreakable Wheels, $6.25. 

40 H. P. Curtiss, $650, 8 cyl. 

20 H. P. Curtiss, 4 cyl. 

60 H. P. Hall-Scott, motor in good condition, has 
flown a 970 lb. machine, $1450. 

"Camsc" Knockdown Planes from $150 up. 

Distributors of the " Parabolel Propeller " 

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October, iQio 


Antoinette, Curtiss 
Farman and Bleriot 



207 West 54th Street, New York 

/;/ ansi^eriug adrcrlisenieiits please iiieiitioii this magazine. 


October, i^Ji 

I 80,000 Foot Racing Balloon | 

====^^== IN STOCK ^^=^^= j 

Write quick and get in the big races this Season — j 
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Largest in America — testing with Air A 

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CHICAGO — 9 Competitors — Won both Distance and Endurance 

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Printed in Bank Street, Number Fifty-nine, on the Presses of Eaton & Gettingfer. 


H. E. HONEYWELL, Director 

4460 Chouteau Avenue, St. Louis, U. S. A. 

Vol. VII 


No. 5 



40th ISSUE 

o-a '^^ 


i a G-Cylinder ELHRIDGE 'lEATMEH WEIGHT. " One of the 

Many successful aviators in America liyintjf Avitli El bridge Enajines. 


BRIDGE ENGINE CO., 10 Culver Road, Rochester, N. Y. 


November, 1910 


Winning Motors the World over 
are Lubricated with 


A Grade For Each Type or Motor 


Vacuum Oil Company, 29 Broadway, New York City. June 6, 1910. 

Dear Sirs: — I am pleased to report the success we have met with in 

the use of MOBILOIL in lubricating- the engines in our aeroplanes, and 

to say that it maintained its reputation in my Albany-Xew York flight. 

Very tridy yours, 


Vacuum Oil Company. 29 Broadway, New York City. June 14, 1910. 
Gentlemen: — I wish to let you know that the oil which befoided 
my spark plugs was not your oil. I used MOBILOIL going to Phila- 
delphia and had no trouble. Owing to misunderstanding, I was supplied 
HAMILTON there with some other oil, which caused the trouble resulting in my 
descent. Had I used MOBILOIL on my return flight, I sliould, un- 
doubtedly, have made the trip home without a stop. 

Very truly yours, 


Famous Aviators Who Use Mobiloil: 

Baldwin, Bleriot, Brookins, Cody, Curtiss, Farman, Fournier, Frisbie, 
Hamilton, Johnstone, Latham, Paulhan, Radley, Roe, Sommer, Willard, 
Orville Wright, Wilbur Wright, Ogilvie. 

Builders of Aeroplanes and Aeroplane Engines Who Also 
Use Mobiloil: 

Antoinette Freres, Voisin Freres, Wright Brothers, 
Glenn H. Curtiss. 

Are YOU Using the Right Oil on Your Car? 

The most important thing left entirely to the judg- 
ment of the owner in the operation of his automobile 
or aeroplane is the selection of a lubricant. Is it not 
significant that aviators generally, in this country and 
Europe, use Mobiloil on their motors exclusively ? 

WARNING — To prevent substitution of inferior oils, see that cans are sealed. 


Rochester, U. S. A. 

fn nnsiveving adi'erliseiiieiils please iiientidii tliis iiiagaciiie. 


Noi'cinbcr, igio 

The Cheapest Speed Indicator 

Price is relative. First cost means little. It's the years of satisfactory service that deter- 
mines real value. Here the Warner Auto-Meter stands supreme— without a rival. It is so 
refined in construction that it remains absolutely accurate, dependable and reliable for years 
under conditions which would ruin a $250 chronometer in 
an instant. Auto-Meters over 8 years old are as accurate- 
to-the-hair as when new. We never yet have seen a 
"worn-out" Auto-Meter. Other speed indicators become 
inaccurate in a short time, and must be replaced every 
year or 18 months, yet they cost almost as much at first as 

Warner AutO-Mcter 

Quality has so much to do with satisfaction and the pleasure that 
goes with it that even the owner of a moderate priced car should 
afford a Warner Auto-Meter. It's good business judgment to 
use it. 

Warner Instrument Company, ^® e^eJI^^rwi^''* 


Atlanta 116 Edgewtx^ Ave. Detroit. 870 Woodward Ave. Philadelphia. 302 N. Broad ^t 
Bo.ton. 925 BoyLton St. Ind.anapoli,. 330-331 N. lllinoi. Pittsburg. 5940 Kirkwood St 

Buffalo. 720 Mam St. Denver. l5l 8 Broadway [St. Portland. Ore.. 14 N 7th 5t 

Chicago. 2420 Michigan Av. Kansjn City. I6l3 Grand Ave. San Francisco, 36-38 Van ^ e« 
Cmcinnah. 807 M«>n St Lo. Angele,. 748 S. Olive St. Seattle. 6l I E. Pike St. [ AvT 

Qeveland. 2062 EucLd Ave. New York. 1902 Broadway St. Louis. 3923 Olive St 

Other Models up to $145 

orru^ated Iron Buildings 

— ^^^— -^ OF EVERY DESCRIPTION i— i—^-.^... 


|»9 Chelsea 

33 r W. 1 9th St.. New York gS1^!'..*n^'"'y„* 

In answering advertisements please mention flu's magazine. 


November, igii 

In answering advertisements please mention this magazine. 


By Lieut.-Col. W. A. Glassford. 


su;nal corps, u. s. army. 

PHILOSOPHICALLY, it would no doubt 
be interesting to trace tbe order of 
thought on the subject of man's flying 
hat obtained from remote antiquity down to 
he time of the invention of the hot air bal- 
lon in 1782, but it would not be of any use 
1 a technical sense. The only advantage that 
light be derived from such an inquiry would 
e a better understanding of the feeling which 
ctuates the public mind on this subject to- 
ay. The general notions that prevailed down 
3 the time of the discovery of the barometer 
nd of the air pump were not of a scientific 
rder, and their study would mainly lead to a 
ontemplation of the superstitions that have 
Jtarded the development not only of aero- 
autics but of man. 

The Egyptians, 4.000 years ago, possessed 
le necessary skill for making a hot air bal- 
)on with its equipments — cordage, basket and 
II, and so doubtless did Chinamen, and many 
ther peoples who then inhabited the earth. 
: seems very certain, however, that it never 
ccurred to any of them to try their skill 
1 this direction. The Egyptians believed that 
len flew at times, but when they did they first 
irned into birds ; they certainly never believed 
lat man would ever be able to rise in the 
ir, unaided by occult or supernatural power. 
Lud this is true of all peoples down to the 
jventeenth century. 

Man, down to a recent epoch, was not in the 
ossession of the necessary facts or natural 
rinciples to enable him to think on the sub- 
let intelligently ; furthermore, the kind of 
otions he cherished was frankly hostile to 
^'ery thought that might lead to the discovery 
f principles useful in the development of aerial 
avigation. He peopled the air with gods, 
ngels. spirits, jinns. devils and witches and a 
ost of other imaginary beings, and gave to 
lem the absolute rule of it. The atmosphere 
?ing, in his imagination, the special realm of 
le deities and of the evil spirits, might not be 

cspassed upon. 

Allusions to man's flying are not wanting in 
le stories and legends of antiquity ; but they 
e generally in some way connected with 
ystic or supernatural notions. Nowhere do 
e find the simple belief that a man unaided by 
pernatural power would ever be able to rise 
the air. Among the legendary flying ma- 
lines none occupies a more conspicuous place 
an the flying horse. Originating in India, its 
rformances are recorded in th^ §tpri^s of 

Egypt and of Greece, of Persia and of Arabia; 
its career ending in the memorable ride of Don 
Quixote. We have, also, accounts of flying 
chairs and of flying carpets, and of other 
things, all capable of carrying passengers, when 
moved by magic power or by enchantment. 
During the middle ages many men, also, were 
supposed to have acquired the art of flying 
through their knowledge of magic and necro 

Such were the ideas that prevailed on the 
subject of aerial navigation down to the dis- 
covery of the barometer in 1645. The few sug- 
gestions that are met with previous to this 
epoch, which do not fall into the category 
above mentioned, are so devoid of detail in 
their description as to make their considera- 
tion useless. Speculation concerning aeronautics 
gave rise to no tangible ideas on the subject 
down to the discoveries which led to the con- 
struction of the barometer and of the air pump, 
and the further discoveries which followed 
experiments with these instruments. The dis- 
covery of the barometer marks the dawn of 
knowledge that led to the development of aero- 
nautics. Aeronautics has sprung from a purely 
scientific order of thought, and its develop- 
ment has depended in all its stages upon the 
progress of science and the consequent develop- 
ment of the modern industries. 

The barometer brought to light properties 
of the atmosphere that are of prime importance 
in aeronautics, but they were of a nature so 
contrary to the then accepted notions that 
they gave rise to endless discussions as to the 
truth of the new discoveries. Nevertheless 
from this time on we meet with suggestions 
in which some of the. true elements of the 
problem are taken into consideration. A knowl- 
edge of the facts that the atmosphere has 
weight and that its density diminishes as the 
altitude increases and that it is possible to 
produce a vacuum, could not fail in time to 
influence speculation on aerial navigation. 

In a comical history of a voyage to the moon, 
which appeared about this time, mention is 
made of smoke as furnishing the lifting power 
used in a flying machine. In 1670 we meet 
with a proposition to utilize a vacuum con- 
tained in large, thin, globular copper vessels, 
with a sufficient description of the apparatus 
to show that the author was totally ignorant 
of the pressure of the atmosphere and of course 
unaware of the fact that his vessels could not 
possil)ly contain a vacuum, and be light enough 
to rise in the air. 



Norcinhcr, iqio 

Xeaiiy a cciiiury later, in 1755, we meet with 
a proposition to collect fine diffuse air_ above 
the. highest mountains and to inclose it in a 
bag of enormous dimensions, bigger than the 
city of Avignon, and composed of the strongest 
sail cloth, with which ■ apparatus Uie_ author 
thought a whole army with its munitions of 
war might be transported at one time through 
the air. These suggestions, however absurd, 
in part, yet show the influence of a better un- 


dcrstaniliug of the true nature of the atnios 
phere as revealed by the then recent discov 

The discovery of hydrogen m 1765 brough 
into the problem of aerial navigation its mos 
important factor, a gas fourteen times lightei 
than air. Nothing now was lacking in ordei 
to produce the balloon but to inclose this g* 
in a suitable vessel. The industries .of th( 
epoch furnished all the necessary materials foi 
[Co7iti7iued ore page 2Ail 


Ndvciubcr, tqto 


By Henry Helm Clayton. 

TIIF: Argentine Aoro Cliil), like most aero clubs, 
began with ballooning. The club was 
founded the i:!th of .Tanuary. lOdS, under 
the presidency of Engineer (ieorge Xewltery, 
who made his first ascen.sion in a free balloon 
on the 2.jth of December of the preceding year, 
accompanying Senor Anchorena in the balloon 
"Pampero" of 1.200 cubic metres capacity. The 
balloon from the ground of the Sociedad 
Spcirtiya in Palerino. and after crossing the La 
I'lata riyer, impelled by a pampero wind, descended 
in the department of Conchillas. Uruguay. 

The "Pampero" made nine ascents, during which 
there (jualifled as pilots Engineer Xewberv. Dr. 
Edward Newbery and Major Waldino Corre'a. In 
a night ascent made by Dr. Edward Newbery. ac- 
companied by Sargeant Edward Romero, this bal- 
loon was lost, and nothing has since been heard 
of the pilot, his companion or the balloon. This 
occurred on the night of Oct. 17, 1008. 

Owing to this misfortune, the memlD^rs of the 
.\ero Club dispersed, and for some time aerosta- 
tion was put aside, since all were impressed by 
this loss of a gentleman widely known socially 
ind of a useful soldier. Xeyertheless. one daV 
Engineer Horacio Anasagasti. one of the direc- 
tors of the .\rgentine Aero Club, bought the 
lalloon "El Patriota." and made an ascension 
in the 24th of .January. HIOO. accompanied liy 
Kngineer Oeorge Xewbery as pilot. 

Following other successful ascensions, the presi- 
Jent of the Club undertook to reorganize the 
issociation. and hi.s patient efforts were rewarded 
vith comiplete since the reorganized clult 
las a full membership amounting to 200 members. 

Slowly but steadily the Club grew stronger, pos- 
;essing at present a park for aerostation, a club 
louse, and four balloons, with all accessories. The 
•lub house contains a room for the secretary, a 
:itchen. living rooms for the attendants, toilets. 
.nd an ample aerodrome, where concourses of 
yiation are held periodically. 

The balloons "Edward Xewbery." "Buenos Aires." 
•Patriota." and Iluracan." of 2.20(1. l.G<M). 1.200 

and sill* cubic meters, respectively, are in use 
every Sunday and holiday, when the weather con- 
ditions are favorable, for pleasure ascensions and 
for distance or point-to-point racing, etc. 

Among the ascensions notable for the distance 
run. the hour at which it was made, and the 
fact that it has crossed foreign countries, may 
be mentioned that completed by the president of 
the Club. Engineer (ieorge Newbery. who in the 
balloon "Iluracan" began a voyage at 11 p. m. 
on December 2."). 100!). from' the grounds of the 
gas company. Kio do la I'lata, situated in P.el- 
grand, and impelled by a strong pampero wind, 
crossed the river La I'lata into the Kepublic of 
Uruguay, crossed centrally over the entire length 
of that country and descended in Bagi. in the 
state of Rio Orand'e do Sud. Brazil, luiving run 
a straight line distance of 550 kilometers in 1."! 

An aviation meeting was held in April. 1010. 
under the au.spices of the Club. At this meet there 
were entered several of the well-known French 
machines, as the Bleriot and Farman. and th'e 
meeting proved a great succss. The president of 
the Club made the necessary flights to secure a 
pilot's license. Other meml)ers of the Club have 
in contemplation taking out a pilot's license, and 
it is possible that in a short time this will be- 
come a very important part of the ('lul)'s activity. 
But at pres-ent ballooning continues to be tlie 
most important sjyort. and in the point-to-point 
racing, which occurs very fre(iuently. the four 
balloons l)elonging to the Clul) arc usually seen 
in the air at once. 

For the convenience of the members of the 
Club, most of whom live in Buenos Airi>s. the 
lialloon ])ark is in the suburlis of the city only a 

Left to Right 





Pres. Geo. Newbery 



November, ipio 

few miles from the harbor in the mouth of the 
La Plata. A short distaace to the eastward 
lies the ocean. Fortunately the prevailing winds 
are from the northeast and the members of the 
Club have found by experience that they can 
(ioat inland on this surface wind and then rise 
into a contrary or eastward moving current 
and return almost to their landing point. These 
two opposing currents are made much use of 
in the point-to-poiut races. In a recent contest 
of this kind some of the pilots went far out to 
sea in the upper current, and then sinking into 
the lower, returned to the land. But feats of 
this kind, and the nearness of the sea for other 
reasons, always subjects the pilots to more or 
less danger, and one of them has fallen into tlie 
sea so many times that he is called the "aquatic" 

The Aero Club has rooms in the building with 
the .Vutomobile Club, where they hold business 
and social meetings, and entertain their friends. 
This building is a fine house with ample rooms 

for entertainments ; a good library, including a 
library of aeronautics and a splendid cuisine. Many 
of the members of the Aero Club are enthusiastic 
automobilists, and are now greatly interested in 
the art of aviation. 

Owing to the fact that he was a member of 
the Aero Club of Now England and a pilot in the 
.\ero Club of America, the writer was made an 
honorary member of the Argentine Aero Club, and 
was royally entertained by the president, Engineer 
Newbery, and liad the pleasure of meeting most 
of the prominent members, including St. H. Ana- 
sagasti and (i. G. Davis, chief of the Argentine 
Weather Service. The members of the Aero Club 
make much use of the reports of the weather 
service in- planning their voyages, and fre(iuently 
carry insduments with them belonging to the 
service for nhtaining records in the upper air. 
The obsciN ;ii ions made by the pilots in regard 
to the directions of the air currents at different 
heights are adding much to the knowledge of 
the air movements in the Southern Hemisphere. 


By E. L. Ramsey. 

The new airship now being constructed in San 
Antonio for the Marquis de Casanova of Mexico 
City, met with an accident in the building shedi, 
according to a letter received by the Marquis, 
and its completion will probably be delayed for 
three or four weeks, as it will be necessary to 
send to France for duplicates of the parts in- 
jured in the mishap. 

Tlie Marquis expects to go to the Texas city 
to bring back the new flyer sometime within the 
next morith, and immediately thereafter will make 
tliglits about the city. 

Among the many new devices attached to the 
machine will be a rudder of novel design partly 
built from the plans of the Marquis, who has had 
considerable experience with aerial craft in 
France. The entire control of rudder, planes 
and engine will be from the steering wheel. The 
engine being situated immediately back of the 
drlTer's seat, and all parts within easy reach 
of the aviator. 

Miguel Lebrija, the aeronaut who made an 
ascension last Sunday morning, descended about 
6 o'clock that same evening at a place about 
three kilometers from Cuatitlau on the line of 
the National Railway of Mexico, having covered 
during the six and a half hours he was in the 
air a little over fifty kilometers. 

Lebrija said that he obtained a height of about 
1,000 meters above the height of the Valley of 
Mexico, wliich would make his height above sea 
level about 10,500 feet. He is enthusiastic over 
the trip and claims that with his larger balloon 
he will establish a record for twenty-four hours. 

Captain Nicholas Martinez of the Mexican Ai-my. 
and who is one of the attendants of General 
Bernardo Reyes, who at present is making a tour 
of France, made a very successful flight in an 
aeroplane, accompanied by a captain of the Spanish 
Army, Sr. Samaniego, and by the Spanish aviator, 


The newspaper man ran across a pessimist the 
other diay who seemed in great distress. The P. 
unburdened himself to the N. M. in this fashion : 

"Do you realize," said he, "that the prospect 
for American supremacy in the Gordon Bennett 
aviation race, at least, is apparently very poor? 
Now, in other events during the Belmont Park 
meet we have a chance for duration and height 
records with machines already making tlight». 
There is no question that a Wright machine will 
stay in the air as long and go as high as any 
other machine which may be brought into competi- 
tion. It might be said, without any suggestion 
of a 'knock' that none of the Curtiss aviators have 
shown thus far form enough to warrant beating 
on duration and height performances, comparable 
with existing records. And none of the Wright 
machines at present known to the public can vie 
with the latest foreign speed record, although the 
Wright company is reported as building a special 
fast machine. Curtiss' fastest speed yet made 
with his machine figures 52.58 m. p. h., at the 
Boston meet." 

"How about the amateurs" 'I asked the N. M. 

"Clifford B. Harmon seems to be the only ama- 
teur in this country who has done much flying, and 
that has been done with a foreign machine. He 
certainly stands no chance in a speed contest, 
such as the Gordon Bennett is. Ills two-hour 
(light entitles him to consideration in duration 

"How about Hamilton?" 

"I'll admit," said the pessimistic one, "that 
there you have something. Hamilton may find his 
110 h". p. Christie motor of sufficient power to 
bring him into the lists as a possibility." 

"It is now quite certain that Curtiss is build- 
ing a special machine and motor capable of great 
speed," vouchsafed the N. M. 

"Yes, but it is not at all certain that he will 
even fly it at Belmont Park. He has been invite<i 
to defend the cup with two others to be selected 
but has not yet given an answer to the club. The 
Aero Club of America, it is said on good authority, 
has offered to provide a 'retainer' fee, but it was 
not prepared to state the amount. 

"If Curtiss should find his new machine to be 
faster than the record made by any other aviator 
in the meet, he may challenge the Belmont Park 
fastest flyer to a speed duel. Such a race, undoubt- 
edly, would result in bringing a tremendous crowd 
to whatever spot Curtiss and his opponent might 
select for the scene of the conflict." 

Here the P. O. brought out a table of figures he 
had been working on and offered them in evidence. 

"The speed record of the world," he said, 
now 66.18 m. p. h., made in a Bleriot machine 
with a 100 h. p. Gnome engine, by Morane. The 
fastest American speed records are : 

"52. .".S m. p. h., Curtiss. Boston, 1910. 

"47.4:! m. p. h., O. Wright, Washington, 1900. 

Here the N. M. excused himself and sought morr 
congenial company. 



November, iqio 


CHOl?0 C-b' 

Wing Sections 

The above diagrams afford an interesting comparison of the wing sections of aeroplanes 
ixhibited at the recent British Show. They are all drawn to a common scale, but have been set a^ 
m arbitrary angle of incidence, which does not necessarily represent that of the aeroplane in actual 
light. — Courtesy of our esteemed and rabiahle contemporary "FLIGH2\''' of London. 



November, iqio 



By O. Ursinus, C. E. 

IX I'SELESS Jlyiug mafhine constructions, or 
other, some little item will be found which 
ma.v be turned to good account by the ex- 
perienced liand. Wood is used principally thus 
far in building aeroplanes, though very recently 
some structures l)oth in America and abroad have 
been built of steel tubing. The advantage of 
wood is its light weight, great strength and easy- 
working qualities. 

Lately some efforts have been made to improve 
on solid wood construction, by using wooden tubes, 
for instance. In Boston a hollow spar (Pig. 7) 
is being made and imt on the market. 

A man l)y the name of Wolf, in (Jei-many, has 
invented a process for making wooden tubes of 
various cross-sections. This wood tubing consists 
of veneers 5 mmi. thick, glued together. This 
method was described recently in Flu(/sport, an es- 
teemed (Jerman contemporary. The grain of the 
veneer (A) runs in the direction of the axis; B^s 
diagonally laid linen. C, D, E and F are veneers 
with counter-crossing grain. These constructions 
possess enormous firmness, as the following table 
will show : 

Diameter in 

Thickness of Wall 

Weight for Running 

Pressure Resistance 

Limit of Fleilblllty 

Power to Resist C 


in Millimeters 

Meter In Grams 

in Kilograms 

In Kilograms 
















































The Wolf patented tubes may be made in any 
cross-section. Planes or whole bodies can be made 
from these veneers. 

Steel tubing of various shapes has also been 

produced, as shown in Figs. ] to (!. Figs, '.i auJ 
4 are used for constructing ribs. Fig. 5 is used 
for body work, and may be used double or treble, 
as shown in Fig. 6. 

Aeronautics in the Far East. 

James W. Price, of California, who is travel- 
ing with a balloon, airship, hot air balloon, 
parachutes, etc., in the Far East, reports that 
the art is still in a somewhat backward state, 
in Tlong Kong he made a balloon ascension 
in the presence of 15,000 people. From there 
he went to Medan in Sumatra, where he in- 
tended to make an ascent with his airship at 
the invitation of the "so-called" Medan Aero 

Club, but the club could not get together the 
necessary 4,000 guilders (about $1,600) to pav 
for the inflation. Sulphuric acid cost 6c. a 
pound and iron tilings 3c.. which is of interest 
to our own airship people. So the Medan Aero 
Club had to be contented with a hot air as- 
cension. Subsequently he made a hot air trip 
for H. H. the Sultan of Lang Kat. From 
here his route lay through Penang, S. S., the 
Federated Malay States, Singapore and Java, 
where airship trips will be made. 



November, igio 



By D. R. Hobart. 

A NUMBER of investigations iu the attempt 
to attaiu automatic ionsitudiiial stabiliza- 
^ tioiL ia aeroplaiw^s liave been made up to 
tlie present time, imt one has Ijeen carried 
out on a machine in full Hij;ht. A public experi- 
ment made in this direction consisted of trials 
made at the military aviation grounds at Satory. 
near Versailles. France, under the direction of 
Captain Eteve. of the Sapper-Balloonist l)attalion, 
the aeroplane used lieins a Wright, wit h the addi - 
tion of ajitoQ iatic stabilizers aftfii" the^gT'sij^n s Of 
FBt^'TiTprain. const ructcd in The workshops iTfrhe 
Military Aeronautical Laboratory at Chalons- 

The first arraagement tried out at Satory waa 
composed of two planes. A and B, miorable on their 
axis EE. The axis EE is carried; by a frame- 
work G, 3.5 meters in length, attached to the rear 
transverse members of the aeroplane surfaces. A 
horizontal vane D, movable on an axis F is con- 
nected to the planes AB by rods A'./ and Kh. The 
axis of the vane is firmly fixed to a tube H. con- 
trolled bv a rod Ml through a bell-crank MHF, 

those resulting from I he manoeuvre made by the 
pilot of the aeroplane : moreover, the vane has the 
advantage over the aviator of acting simultaneously 
with the cause that produces the disturbance of 
equilibrium. In a word, the Eteve stabilizer op- 
poses all variations of the angle of attack of the 
aeroplane as would be the case if a very long, 
light and instantaneouslv-acting empemnage were 

Under certain circTmistances, it is necessary 
to be able to vary the miagnitude of the angle 
of attack of the aeroplane, as when the inclination 
of the trajectory is to be modified, for example. 
To preserve the automatic action of the stabilizer, 
prior to, during and after the manoeuvre effected 
by the pilot, the axis P of the vane can be raised" 
or lowered by the aid of a lever under the control 
of the aviator. All displacement of F involves a 
change of (Miuilibrium of the vane and conse- 
quently a modification of the angle of attack of 
the planes .IB (Fig. 3, d and e). This indirect 
control of the stabilizer offers the great advantage 
of rendering the vane sensitive to exterior in- 

PJs/ie AB 

Jlxj' s of 3e z~ o/j3ri e 


(3.) P05IT/0V e/= £0t>/l/3/f/(//i 

W/TH LmO£ ANGLE O/" fln/fcn 


(g) 5PMe w/r» ^rr/iLL^ 

this rod lieing in tuni (ipcrated liy n h'ver 
manoeuvered by the pilot. 

When the lever is fixed, axis F is immovable 
and the stabilizer vane struck by the wind, moves 
sensibly in the belt or layer of wind immobilizing 
the planes AB, which arc ci>mi)('nsated ; the angle 
of attack of these planes is. then, invariable when 
the direction of the air current is constant. But 
when this latter varies, the movement of the vane 
is modified and the planes .IB turn in a direction 
contrary to that of the vane. 

In the "rearing" (cabnif/<'\ of an apparatus fitted 
with the stabilizer, the vane I> is tilted and causes 
the planes AB, to turn in a direction contrary to 
their proper movoment. This tends to correct or 
straighten out the aeroplane : when it plunges, the 
reverse effect is ])roducc(l and the manwuvre is 
executed without iuterfrrcnce, owing to the sim- 
plicity of the mechanism, a (|uality indispensable 
to an automatic stabilizer. 

The planes AB, considered as depression rudders, 
automatically partake of tJi<; fiame movernents as 

lluiiiccs: the apparatus playing the role ot depres- 
sion rudder and stabilizer at the same time. 

.\s will be seen from the figures, the rear vertical 
rudder of the Wright machine has been removed 
and replaced by two liexagonal planes GG, borne 
by the stabilizer framework and controlled by 
the spring-returned cables (/, b. c, <l, and aa- hb cv, 
(Id (Fig. 1.'). Wheels with spring shock-absorbers 
are fitted to the skids of the aeroplane. 

When fitted to the aeroplane, the weight of the 
entire stabilizer "tail" is 25 kilogrammes (bO.o 
pounds 1, the additional weight carried by the aero- 
plane being V2 kilogrammes CM^A pounds). inc 
total surface of the stal>iliz*n- planes is four 
square metres (43 sq. ft.), half of the surface 
of the depression rudder of the Wright aeroplane, 
consequently if the stabilizer planes are rigid and 
will be as e(piallv unstable as a Wright aeroplane 
when one of the' two surfaces of the forward md'- 
der liavc bi'cn removed, 
have deiiii 


The flights at Satory 
iiiMc ui-.i..mstiated iu a complete manner, the im- 
portant role played by the stabilizer. 

(.Continued on page 1S8). 


November, iQio 


A SYSTEM for aiUomatically maiutaiuing the 
i'(|uilibriiim of au aeroplane has been pat- 
eiiti'il by Dr. B. J. Pressey, of Newport 
News, Va., in several foreign countries, and 
patents are pending in othei-s as well as in the 
United States. 

In, the patent drawings reproduced herewith Ihe 
device has been fitted lo a biplane using aili'rons 
for lateral, and horizontal rudders for longitudinal. 
stability. The system is designed to be adapted 
to any type of aeroplane. 

The aeroplane is ecjuipped with a manually oper- 
. ated, vertical rudder, o. at the stern, and a hori- 
zontal, manually operated, front control. 4. in front. 
At the ends of the main plane, and about midway 
between the upper and lower sections thereof, there 
are supplemental planes, 5. 

In connection with these supplemental planes 5, 
there is emplo.ved a gravity influenced weight, the 
aviator in his seat, for holding them in a hori- 
zontal, or substantially horizontal, position when 
the main plane is traveling on an even keel : and 
for causing them to tip when the main plane 
dips laterally, to port or starboard, the planes 
.") having a lifting effect upon the depressed 

supported from the main plane ; and the other 
arms of the port and starboard bell-crank levers 
1(>, are connected by rod 17, which has an eye 
18, for receiving the segmental rod 19, secured 
to and pro.iecting from cross bar on seat sup- 
porting yoke 7. When therefore, the main plane 
tii)s downwardly on the starboard sid«', the rod 
17 will be moved bodily to starboard, and the 
starboard balancing plane 5. will be inclined so 
as to raise its forward edge and de|)ress its rear 
edge, while, at the same time, tlie port balancing 
plane 5, will be inclined so as to depress its 
forward edge, and raise its rear edge, thereby 
causing the starboard balancing plane to exert 
a lifting effect, and the port balancing plane 
to exert a depressing effect upon the main plane, 
with the result of restorhig the main plane to 
an even keel, at which time the lialancing planes, 5, 
will have resumed their normal, horizontal posi- 

When the main plane dips downwardly on the 
port side, a reverse action takes place, with the 
like result of restoring the main plane to an 
even keel. In order to correct fonvard and aft 
dip of the main plane, fore and aft balancing 

end of the main plane, and a depressing effect 
upon the lifted end of the main plane, so as to 
correct such lateral dip of the main plane, and 
restore it to an oven keel. 

The aviator's seat. 6. is carried bv voke 7. 
suspended from a fore and aft shaft, 8, the lat- 
ter Iteing pivotally mounted in bearings at ends 
of bar y which is secured to a transveree shaft. 
10. pivotally mounted at its ends in suitable 
bearings attached to the main plane 1, thus pro- 
viding a gimbal .ioint, whi«h permits free tip- 
ping movement of the main plane in any direc- 
tion, in respect to said seat; the licai.. having ^ 
-Uormal teudencytojiang^^ reason 

of rhe^-^fferfT)! }?favTfation iipon the" weight. 
represented by the seat and its occupant. Lateral 
tipping of the main plane is caused, to effect 
corrective movement of the lialancing planes 5, 
in the following manner : lOach of the balancing 
planes 5, is pivotally supi)orted, somewhat for- 
ward of the centre by bearings 11 located in 
bracketed arms 1U. which arms are rigidly con- 
nected with uprights, which connect the ' upper 
.md lower sections of the unain plane. 

To the forward, upper ecige of planes 5, con- 
nection is made by means of rod ].">, fo one 
arm of a bell-crank lever, 14, Ihe latter being 
pivotally mounted upon a fore .tnd aft pin 15, 

planes, L'O and S-', are provided. These planes 
are carried by transverse rock shafts, which may 
be pivotally mounted in any suitable way. upon 
structures carried by main plane. In tlie pres- 
ent instance, the forward balancing plane is 
pivotally mounted in extensions 21 of the frame 
22 which carries the forward, manually operated, 
horizontal ascending and descending plane 4. 

The aft balancing plane 2."! is jiivotally monnied 
in extensions 24 from frame 2.") which carries 
the vertical steering plane ?>. Pro.iecting uiiward 
from' bar 9 is an arm 2(>. which is connected liy 
rod 27 to an arm 28 pre.iecting uj)wardl.\- froiii 
forwai-d balancing jilane 2tl and by rod 29 to an 
arm ."(). projecting downwardly froin aft balancing 
plane 2;;. 

When, therefore, there is a downward tij) of 
the forward part of the main plane, retention 
of its vertical ijosilioii liy the armi 2(> will cause 
the forward lialancing plane, 20 lo tip so as to 
raise its forward edge and depress its after 
edge; while at the same time the after balancing 
plane, 2.'!, will tip so as lo depress its forward 
edge and raise its after edge, with the result 
that there will be a lifting etl'eet on the fore 
part of the main plane, and a depressing elTect 
on Ihe after part of the main i)Iane. which will 
restore said main jilane to an even keel. A 



reverse action takes place when the after part of 
main plane has a tendency to dip. In case the 
aeroplane departs from an even keel, and dips 
tor instance, forwardly and to one side, all four 
balancing planes would immediatelv be brought 
into action. 

In ascending and descending, however, depar- 
tures from the normal inclinations of the main 
plane are necessary and in order that the for- 
ward and aft balancing planes 20 and 2.3 shall 
not interfere with voluntary descent or ascent 
the aviator's seat should, in making such ascent 
or d'f^scent. virtually be locked to the main plane 
so far as allowing forward and aft motion of seat 
To secure this result, there is employed what 
may be term/ed a sliding-bar 31, firmly secured 
to lower section of main plane and parallel to 
the lateral swing of the aviator's seat. To the 
ordiiiai-y foot rest 32. connected with the aviator's 
seat, a supplementary foot rest 33, is hinged and 
I his supplenicutary foot rest carries an extension 
whicli ends in a lug 34, which lug normally 
swings .nist above and free of the sliding-bar 31 
being held in this po.sition by a light spring 3.5. 

In case the aviator wishes to ascend, he places 
Iii.^ foot upon the supplementary foot rest; tie 
weight of the foot overcomi\s the force of the 
spring and allows the lug to be carried down and 
in trout of the sliding bar. thus rendering neutral 
for the time being the forward and aft balancing 
planes. During such time, the forward and aft 
lialancc would be under the operator's control bv 
means of the manually operated plane 4. In case 
of voluntary descent the lug 34 is dropped be- 
hind l)ar 31. until such voluntary descent is ended 

November, igio 

It IS absolutely necessary, in making a turn 
n.ith an aeroplane, if that turn is to be made in 
"kY '.,*,! ^^^ ™'''*° plane shall be inclined or 
banked, to a degree proportional to the radius 
S-i , ^.^"■^''' '^"•fl to the speed of the aeroplane. 
Each difterent curve, at the same speed, demands 
a different inclination, as is also demanded bv 
each variation in speed in rounding like curves- 
,^. If.f """"fi^^T /I expected to give the desired 
lesult with absolute certainty. 

• \K ^u^ aviator desires to make a turn to the 
right, he would first manipulate the vertical rud- 
der .j. by means of lever 30. The aeroplane would 
begin to make the turn. 

At this instant, centrifugal force would come 
into action and cause the aviator, in his seat to 
swing outwardly to an extent .iust in proportion 
to the radius of the curve, and the speed of the 
aeroplane. The outward .swing of the aviator's 
seat causes the port balancing plane .5. to be 
so inclined as to present its under surface to 
the air pressure, whereas th(> upper surface of 
the starboard plane is presented. This would im- 
mediately cause an inclination of the main plane 
to the degree where said main plane would be 
at right angles to the susiiended weight the 
aviator in his seat, thus allowing this .special 
curve, at this particular speed, to be negotiated 
with satety. 

If it is desired to make a curve of less radius 
or at a greater sp(>ed, c(^ntrifngal force, acting 
upon the suspended aviator's seat, will cause 
It to swing out to a corivspcndlngly greater ex- 
tent, thereby causing the main plane to be banked 
to a greater degree. 


TIIK following letter was received iust liefore 
going to press. .Ieroxautics will gladly de- 
vote such space in subsequent issues ns'may 
be required for letters of suggestion or aid 
lu co-ojierating with other members for a better- 
nient of conditions in the Club, and for the making 
of It a more serviceable institution. — The Editor. 

New York, Oct. 15, 1910. 
To the Members of The Aero Club of America : 

The article which appeared in to-day's papers 
stating the view expressed by Mr. Moi.'^sant. who 
ileclares thiat this country is far behind France 
in .\eronautics. is so eminently well founded upon 
fact that it naturally causes one interested in the 
iidvaneenient of the art in this country to 
md think. It appears that hundreds of aeroplanes 
liave been made and sold as well as hundreds of 
)ilots' licenses issued in Prance. Can it be that 
there are so many of those things which have 
been done which should hiave been left undone 
ind so many of those things which have been left 
iiidone which should have been done in the short 
listory of American aeronautics that we are at 
list forced to the realization of our own short- 
•omings by the advanced condition of aeronautical 
iffairs in France? 

Concerted effort is naturally dependent for suc- 
cess upon proper organization. The real head of 
ie art, the Federation Aeronautique Internationale. 
s recognized in France through the Aero Club of 
''ranee, and is recog-nized in the United States 
hrough the Aero Club of .\merica. This seems 
o put it up to the Aero Club of America to ex- 
ilain why they cannot accomplish as much with 
American genius and capital as has been aecom- 
ilished with Frenchmen under the same system of 
peration. In the solution of the problem" the fol- 
Dwing questions arise : 

Can it be that the form of government of the 
lero Club of .\merica is too autocratic to be 
ompatible with the democratic gpjrit of our 
imerican institutions? 

Why is it that the Aero Club of America never 
holds regular meetings for enabling its members 
to get better ac<juainted and to co-operate? 

Is tlw^ International Aviation Meet to be held 
at Belmont Park under the auspices of the Aero 
Club of America ; and if so. why is it the mem 
bers have not been enlisted or consulted? 

Why does the Aero Club of America not own 
and control its property directly instead of through 
the Aero Corporation, which is governed by the 
same five men who originally owned and con- 
trolled all the property of the Club to the ex- 
clusion of the members? 

Why did the Aero Club of America assume the 
responsibility of entering into such an important 
contract as that which was made with the Wright 
Company considering that it might have seriously 
checked progress in the art of aviation, without 
first consulting the members? 

Why has a democratic National Organizatir)n of 
Clubs not been encouraged? 

Why have the members not been invited to take 
part in Club affairs? 

I take this means of reaching the members of 
the Aero Club of .\merica as there seems to be 
no other way of bringing these vital points before 
them. Yours respectfully, 

Louis R. Ad.vms. 

Dr. Luzern Custer, of Dayton. O., has presented 
Leo Stevens with one of his new design statosco])es. 
which Dr. Custer described and illustrated in a 
recent issue of Aerox.m'tics. The article of Dr. 
Custer was translated and printed later in one 
of the German aero magazines. Stevens used this 
on the first occasion and pronounced it the finest 
instrument of its kind yet invented. Clifford B. 
Harmon also tried it and with great success. 


AERONAUTICS November, 19 lo 




November, 19 to 


By John D. Pursell. 

PUBLICATIONS which, a short time ago, 
searched tlie dictionary for conservative 
words, when they touclied on aeronautics, 
now give t'tiH jjiay to their iinasinations, 
and seldom fail to worlc in something lil^e this: 
"We have the aeroplane now only In its infancy. 
One may be sure that improvements will be made 
in. the macliine such as are not now dreamed 
of," etc., etc. However, they never commit the 
indiscretion of naming any iioneral lines along 
which this miraculous development will take 
place. The modest pun)ose of this article is to 
point out precisely that opportunity for develop- 
ment. The facts will speak for themselves. 

It seems almost incredible, but it is, neverthe- 
less, true that some very homely and everyday 
law.s of Mother Nature have been studiously ig- 
nored by the elect, like the ugly duckling, because 
things have prospered very well, so far. without 
them. I refer to Inertia, that property of all 
ponderable bodies (including air) ; and' its ac- 
companying factor, Accelerating Velocity. These 
two potent influences are destined to play a very 
important part in the devel(i])mi'nt of all aerd- 
cars^ — helicoptere and flapping wing devices, as 
well as the aeroplane. Consideration for your 
patience coustrains me to limit my comments 
to the aeroplane, alone. 

Does the present aeroplane exhibit that grace- 
ful impression of reserve strength that stands 
forth so strongly when a touring car purrs lazily 
over a small hill? Verily, I trow not. Rather 
let us think of a seven passenger car, equipped 
with a bicycle motor, nearly stalled on. the car 
tracks in front of a rapidly moving street car. 
Where is the exhibition of magnificent reserve 
power for emergencies? I submit that the mental 
attitude of tire driver in either case is very similar. 
They both must win out by virtue of personal 
skill alone. 

Suppose for a moment that the 50-horsepower 
Curtiss biplane requirt>d but one horsepower in 
level flight. Wouldn't this solve all the essential 
problems of safety, reliability and commercial use- 
fulness simply because of the tremendous, fifty- 
nine hundred per cent, reserve power absolutely 
under the operator's tinger? The mastery of 
adverse elements would be unutterably simplifled. 
This is not an idle supposition. It is advanced 
merely to illustrate graphically the truly marvel- 
ous advance which will accrue from any con- 
siderable economy in horsepower consumption over 
the present figures. 

The most elBcient aeroplane of to-day carries 
about 50 pounds for every horsepower actually 
delivered at the propeller. A 25-pound bird, how- 
ever, instead of expending half a horsepower, 
exerts scarcely a tithe of that energy. Let us 
investigate this discrepancy. 

Motors have reached practical perfection, as far 
as small weight per horsepower is concerned. 
Lighter motors cannot l)e expected to exhibit 
the reliability so vital to the successful aeroplane. 
Instead of crowding the motors, let us look 
rather to the sustaining planes and see why 
they are so ineflicient when compared with their 
prototypes in nature. 

In the standard plane of to-day, the approximate 
angle of incidence is about 6 degrees. At 6 
degrees, the drift or head resistance developed 
during flight (exclusive of framing, etc.) is 
about one-tenth of the total weight carried. To 
l>e exact, for every 206 pounds lifted, there are 
21.7 pounds of drift, which, multiplied by speed 
of the machine, and figuring an allowance for 
loss in transmission, etc., represents the horse- 
power required to carry the 20G pounds. It is 
perfectly clear that if we can design a sustainer 
capable of producing the necessai-y lift, with 
speed and wing area remaining the same, at only 
a fraction of 6 degrees angle of attack, we will 
need only a fraction of the horsepower now re- 
quired to carry the weight with planes set at 
G degrees. 

Such a sustainer i,s described below : 

In the first place, the vitally important faolor, 
tliat which every flying creature employs to sus- 
tain itself, rarefaction over wings, body and tall, 
is almost totally disregarded in the present de- 
sign. (This does not appear quite consistent in 
view of the general acceptance of th(> fact that 
there is rarefaction over the tops of aerojilane sur- 
faces. — Editor.) A study of the transverse ver- 
tical section of a bird's wing will show that de- 
fective pressure must exist during flight, over a 
large portion of its upper surface, after a certain 
forward velocity is attained. The wing moves 
edgewise through the air, and the air passes par- 
allel with the under wing surface. The air stream 
divides at the thick front edge of the wing, and the 
portion of the air stream represented by the thick- 
ness of the wing, is deflected upward and over 
the upper surface by the wing's curved forwai-d 
section, the extreme foi-ward edge of which is 
nearly on the same plane as the under surface 
of the wing. This air thrown upward by the 
wing's curved edge, cannot reverse instantly and 
maintain close contact with the upper surface 
of the wing, on account of its inertia. The air 
pressuri', therefore, drops below atmospheric, be- 
tween the passing current of air and the wing's 
upper surface, the space between lieing filled by 
eddies at a pressure below that existing in the 
free air (to be found underneath the wing) 
the degree of rarefaction depending on the speed 
and the degree of their inclination to each other. 
This, of course, somewhat resembles the "slip" 
of a propeller. 

How slight the degree of rarefaction required 
for flight is at once apparent when we remem- 
ber that we require only two to four pounds 
lift per square foot, whereas an absolute vacuum, 
were it possible to obtain it, would yield about 
one ton to every square foot of surface. 

A satisfactory demonstration of the importance 
of defective pressure may be obtained by taking 
an ordinary l)ox kite and removing the vertical 
planes, thus allowing the outer air to be drawn 
into the rarirtcation forming over the lower planes. 
The loss in lifting power of the kite will be ap- 
parent. On the other hand, by extending the 
vertical keels a slight distance at)ove the upper 
horizontal planes, thus protecting the rariflcation 
forming over the upper planes, from any side 
currents, the increase in lifting power of the 
kite will be noticeable. 

In the face of the above, we must agree that 
proper conservation of the rartficatiou above a 
sustainer is essential to economv of energv in 

Now we come to a factor in the proposition, 
which seems to, have been ignored heretofore, 
viz : The efticiericy of a sustainer varies Inversely 
as the fore-and-aft dimension. 

Referring to diagram : The dotted curve 2 :! 
represents the line of equal rarefaction, produced 
by the air stream in flowing over the wing 4. The 
space 5 indicates the useful rarefaction, which 
corresponds somewhat to the "slip" of a propel- 
ler. This line 2 ,">, must represent an increas- 
ing downward velocity, because air possesses weight, 
and conseciuently, inertia. This is self-evident. 
As this is an accelerating downward velocity, the 
distance 6 7 must be only one-sixteenth of the 
distance 8 9 because it is one-fourth as far 
back from the front edge of the wing. If the 
accelerating velocity factor is admitted (and it 
cannot well be denied) the distances 6 7 and 
8 9 must compare as the squares of their dis- 
tance back from the front wing edge. 

The expansive power of air affects the rate 
of acceleration, but it has nothing to do with 
the ratio, and it is the ratio with which we are 

The distance 8 9. being sixteen times as great 
as the distance 7. the average angle of lil$i- 
dence for the large wing is four times that .^^e- 


AERONAUTICS November, iqio 


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ISlovemher, igio 

liuired by a quadruplann, consisting of four planes 
nipasui-ing the same as 2 7, superimposed. Tliough 
thi' distance 8 9 is sixteen times the distance 
7, the radius of its arc 2 8 is, of course, four 
times the radius 2 6, hence the degree of incidence 
is not sixteen times as great, but only four times. 

Inasmuch as the efficient angle of incidence 
for the (juadruplane is only one-fourth the angle 
re(iuired by the monoplane, it will lift an equal 
weight, at same speed, but requires only one- 
fourth as much horsepower as the large mono- 

Keference to the diagram will show that an 
octoplano would yield eight times the efficiency — 
retjuiring but one-eighth the horsepower to pcr- 
from the work, etc., etc. 

Therefore : Efficiency of fi sustainer varies 
inversely as the fore-and-aft diniension. 

sustainers will require but one horsepower for 
every twelve in the present machines^ — quite a 
saving, we must admit. The 206 pounds men- 
tioned above, would be levitated with oniy 1.8 
pounds head resistance, instead of the 21.7 pounds 
required with the larger plane. And this, too, 
with no increase in wing area or speed. This 
m«ans we can figure about 600 pounds carrying 
capacity to each horsepower — which open.s" uii 
vast possibilities in. the commercial machine. 

As an angle of incidence equal to but one- 
twelfth of the original 6 degrees — namely, om-- 
half degree — would prove impractical with the 
present form of aerocurve, we substitute the 
natural design found in a bird's wing. The flat 
lower side is to pass parallel with the lowei- 
air stream ; the thick forward edge divides the 
I wo air currents, and the sloping upper surface 

Or : The angle of incidence varies directly 
as the fore-and-aft dimiension of a sustainer. 

Also : A numlK'r of corollaries, but they are 
so obvious that I will not take space to set 
them forth. One would deal with Prof. Langley's 
paradox ( V) of economical high speeds. That 
is, a plane driveiL at quadruple speed requires 
only one-fotirth the angle of incidence (we see 
why from above diagram), therefore developing 
four times the speed at no additional expense in 

In' other words, there is an intrinsic advantage 
derived from the narrow planes — and no apparent 
disadvantages — even constructional, for stronger 
machines may be built by reason of their cellular 

Constructional limitations will discourage the 
use of planes much under 6 inches deep. Com- 
pared with the present 6 foot deep planes, these 

corresponds to the angle of incidence, yielding 
the lift, through rarifaction and minus pressure. 
And it is this minus pressure that does the work, 
anyway. This thick wing cannot be taken: aback at 
the front edge, when held at small angles, like 
the present aerocurve would be. 

A multiplane possesses intrinsic fore-and-aft 
stability. By designing the "vertical" bracing like 
the sustainers, and arranging them at dihedral 
angles, we may practically eliminate idle head 
resistance in the wings, and the lateral stability 
will also be automatically increased. 

With moderate application of the proposition : 
"Efficiency varies inversely as the fore-and-aft wing 
dimension," and its corollaries ; together with 
proper conservation of the rarificafion above a wing, 
we usher in the era of true flight. The comi- 
mercial flying-machine is now a probability. Ex- 
celsior ! 

Aero Calendar of the United States. 

Oct. 17. — St. Louis, Mo., Gordon Bennett balloon 

Oct. 22-23.— Ft. Wayne, Ind.. 2 Curtiss ma- 

Oct. 22-30 — Belmont Park, L. I., international 
aviation meet, including Gordon, Bennett aviation 
race, latter on Oct. 29. 

Oct. 22-2:'. — Novice meet of A. C. of California. 

Oct. 2S-Nov. 1 — Macon, (ia., Wright aviators. 

Nov. 1-3 — Norfolk, Va., 3 Curtiss machines. 

Nov. 2-8 — Baltimore, Md., open meet. 

Nov. 2-12 — Philadelphia, Pa., aero show of Penn- 
sylvania A. C. 

Nov. 17-24 — St. Louis, Mo.. Coliseum aero show. 

Dec. 1-8 — Aero Show of A. C. of Illinois. 

Streator, 111.. Chas. F. Willard. 

Mobile, Ala.. Curtiss aviator. 

Chattanooga Wants Meet. 

The ChamIxT of Commerce, of Chattanooga. 
Tenn., is desirous of communicating with aviators 
for the organization of a meet or exhibition. Cor- 
respondence is solicited. 

$32,700 For Baltimore Flights. 

Baltimore has arranged for an aviation meet 
Nov. 2 to 8. 

The aviation committeee has arranged the ten- 
tative list of prizes as follows : Lord Baltimore 
prize, .$10,000 : greatest speed, $5,000 ; altitude, 
$5,000; duration of flight, $3,500; longest dis- 
tance flown. $3.500 : slowest flight, $1,.500; get- 
away, $200; accuracy, $500; bomb throwing, $,*{.- 
500 ; a total of $:!2,700. In addition to these, 
prizes will be ottered for amateurs, while J. 
Barry Ryan has offered the Commodore Barry 
Cup for bomb throwing, this to be open, only 
to members of the Aeronautic Reserve andi for- 

Dinner to Curtiss. 

The best aeronautical dinner that has yet been 
given was tendered (Jlenn IF. Curtiss and his flyers, 
.r. S. Mars and J. A. 1). McCurdy by the Aero 
Club of Cleveland (0. 1. on October 12. Forty-three 
people attended the l)anquet, including the Mayor 
of Cleveland, president of Chamber of Commerce, 
and other leading men. E. W. Roberts, of the 
Roberts Motor Co., was one of the speakers. 



November, igio 


As we go to press the aiTaugements are about 
completed for what promises to be the most 
extraordinary meeting yet held in America. 
The "International Aviation Tournament" at 
Belmont Park, Long Island, New York, from Oct. 
22 to 30, inclusive, offers total cash prizes amount- 
ing to $67,300, to be competed for under the rules 
and regulations of the Federation Aeronautique 

The Gordon Benjiett race, perhaps, is the prin- 
cipal feature of the meet and is the primary cause 
of its being held. A year ago, Aug. 28, G. H. 
Curtiss won the cup at Rheims, France, making the 
fastest time for 20 kilometres, 15 minutes 50 3/5 
seconds, a speed of 47.06 m. p. h. 

In the 1910 Gordon Bennett cup race, Oct. 29, 
.$5,000 cash goes to the winning aviator (and the 
silver trophy to the club of the country represented 
by him) making the fastest time for 100 kilo- 
m)eti-es (62.1 miles) flown over a course of 5 kilo- 
metres (3.1 miles). 


RYAN PRIZE, $10,000. Donated by Thomas F. 
Ryan, to be awarded to tlie aviator who shall 
make the best elapsed time in a flight starting at 
Belmont Park, around the Statue of Liberty, in 
New York Harbor, and return to the starting line ; 
open to all competitors who shall have remained in 
the air in one continuous flight one hour or more, 
during the previous contests of the tournament. 
This contest is scheduled for Thursday afternoon, 
October 27. 


first. $1,200; second, $800; third, $500; total, 
$2,500. To select representatives of America in the 
Goi'don Bennett race. Open only to aviators having 
pilot licenses. Distance 100 kilometers, over circuit 
of 5 kilometers. Three machines making fastest 
speed to represent America. 

HOURLY DIST.INCE PRIZE, first, $250; second, 
.$100; third, $50; for each one of 12 hours, total, 
$4,800. One hour set apart each day for hourly 
distance and altitude contests. 

HOURLY ALTITUDE PRIZE, first, $250 ; second, 
$100; third, $50; for each of 12 hours, total, 


first, $500 ; second, $250 ; third, .$100 ; for each of 
seven days, total, $5,950. 

first, $1,500; second, $1,000; third, $500; total, 
$3,000. Over four laps of 2,500hmetre course. 

GRAND ALTITUDE PRIZE, first $2,000; second, 
$1,000; third, $500; fourth, $250; total, $3,750. 
$1,000 additional for world's record. 


$5,000. Altitude must be 10,000 feet or more. 

GRAND SPEED PRIZE, first. $3,000 ; second. 
$1,000; third, $500; total, $4,500. Distance, 25 
kilometers (10 laps). 

CROSS COUNTRY FLIGHT, first, $500 ; second. 
$250; third, $100; on each of four days, total, 
.$3,400, awarded for best speed. 

PRIZE, $2,000. Awarded for best speed with pas- 
senger weighing not less than 125 lbs. 

second, $400; third, $200; total $1,600, to be 
awarded to aviator carrying greatest weight of 
passengers twice around 2,50(Vmetre course. 

$3,0(1(1; si'cond, $1,500; third, $1,00(»-; fourth. $."i(M) : 
total. .$(>,000. Awarded for greatest total duration 
during meet. 

$1,500; and second, $1,000; thiitl $5(M) : total $:'.. 
000. For greatest total distance during meet. 


ticipate to the extent of 70 per cent, of the first 
.$100,000 profits, and 40 per cent, of any sums be- 
yond; the aviators sharing this on a system dt 

OTHER PRIZES. Scientific American trophy for 
the longest flight made in 1910 in America. Michc- 
liii trophv and $4,000 cash for the longest flight In 


ERONAUTICS November, 19 ro 

Hello! El Arco! HcUo! El Arco! 

and not a line written! Not a cut ready! 


and we had intended to have a picture of Curtiss on his flight from 
Albany to New York when he used an EL ARCO RADIATOR with perfect % 
results, and another picture of J. J. Frisbie with the first twin EL ARCO * 
RADIATOR installation, and a well-worded advertisement asserting in ^ 
terse, crisp sentences that the EL ARCO was the lightest, strongest, most '^ 
efficient radiator ever devised and that the sharp cutting edges of the tubes # 
and the compactness of the radiator minimized the obstruction to the air, ^ 
and that therefore there was no other radiator so well adapted to cooling ^ 
aeroplane engines as ours. 

We had intended to claim that we were the first in this country to 
sho^A^ a radiator especially made for aeroplane work with special metal 5 
throughout and individual caps and fittings, and to remark that E. R. Hewitt, ^ 
a member of this firm, the w^ell-known designer of engines, who has been |J 
experimenting scientifically with the problem of engine cooling for years, % 
laid out the formulae which we adopted for determining the sizes of EL U 
ARCO RADIATORS for aeroplane engines. J 

In fact, we proposed to blow a very loud blast indeed on our own * 
trumpet, and impress on your mind the facts that Baldwin, Beach, Curtiss, * 
Frisbie, Gill, Dr. Greene, Russell and Wilcox, to name a few of the well- ^ 
known men, all use the EL ARCO RADIATORS, and the Boulevard S 
Engine Co., Elbridge Engine Co., Emerson Engine Co., Rinek Aero Mfg. Co. ?J 
are some of the engine builders who have adopted the EL ARCO as part 
of their standard equipment. 

All over now — You won't read this — No hope of your remembering 
that the EL ARCO RADIATOR is absolutely what it is represented to be 
as regards weight, efficiency and workmanship ; that its guarantee is abso- 
lute and that our services in any problem of radiation are entirely at your 
disposal — And all because we were too busy keeping our promises to 
attend to our own interests. Just look out next time ! 


6 East 31st Street :: :: :: New York City 

— ' TEL. 4260 MADISON ' 

P. S. — We forgot to say that we carry aeroplane radiators in stock and make up specials 

in three days. 
P.S. S. - We also forgot to say that our automobile radiators are just as good as the ones 

for aeroplanes, and that we repair and retube automobile radiators promptly. 

In answering advertii^m^nts pUQse mention this tnagagine. 


Novcnihcr, iqio 




for aircraft of all styles. More 
than 90/^ of the American ma- 
chines that travel the skies to- 
day carry with them 

Hartford Aviator, Aeroplane or Aeronaut Tires 

All the leading aviators use them 
They are the right tires for your machine 

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Atlanta; 624 3rd Ave., So., Minneapolis; 719 E. I5th St., Kansas City, Mo.; 
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THE notable achievements of Mrs. Raiche at Mineola have proven the power and endurance of Fox 
Aero Motors in actual flight. The First Woman Aviator in America. 

C Fox Aero Motors are the simplest, most reliable afid most powerful Aeronautic Motors yet 
produced. They are two-cycle water cooled, and are guaranteed against overheating under all conditions. They 
are equipped with the Fox Fourth 
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y<)1c — Fox De Luxe Aero Motors have radiator attached at 

the forward end and are without fly-wheel 

In answering advertisements please mention tfiis magazine. 


closed circle during tlie year. It is necessary to 
:ceed 244 miles made by Olieslagers at Rheims 
St July. Silver cup, value $1,000, to the amateur 
liose total duration for flights during mieet shall 
: greatest providing it exceeds five hours. 

Frajwc-—Qo\mt Jacques de Lesseps (Bleriot), 
Sfred Leblanc (Clerioti, Hubert Latham (lOO h. p 
atoiuette). Reno P.arrier (Bleriot), Emile Aubrun 
Jleriot). Rene Simon (Bleriot). Roland (iarros 
.lement-Bayard Demoiselle), C. Audemars (Nieii- 

England — C. Grahame White (Farman and Ble- 
at), Jamies Radley (Bleriot). Alec 0"ilvie 

.4we;ic«— Ralph Johnstone (Wright), Walter 
■ookins (Wright). Arch Iloxsey (Wright), Chas 
. Ilami ton (Hamilton). Capt. T. S. Baldwin 
.aldwin). Tod Shriver (Shriver), John B. Moi.s- 
nt (Bleriot), J. A. Drexel (Bleriot), C. B Har- 
on (Farman), H. S. Harkness (Antoinette) V F 
illard (Curtiss). J. C. Mars ( J. A.' I)' 
eCurdy (Curtiss). Eugene Ely (Curtiss). 
The majority of the Bleriots are fitted with .50 
p. Gnomes. Barrier is bringing over the lOO 

p. Gnomie-engined Bleriot used recentlv bv 
srane m making his world .speed record of 60 IS 
les an hour. Hamilton has a 110 h. p. engine. 
Curtiss has built a new engine of 64.8 h. p. 
L. L. A. M. ) and there are some now machines 

The Wright Company is known to have a fast 
tchine. Ogilvie has been at Davton for somo- 
Qe practicing on a Wright. 

All are monoplanes except the Farman, Wriybt 
miilton, Baldwin. Shriver and the Curtiss ma- 
ines. if any are entered. 

Five Wright machines are promiised for the meet 
-m the Wright Company. Three are sure of being 
jsent. '^ 

(3aiTos i.s a new aviator. His first notable flight 
s on Sept. 9, when he flew some distance across 
intry; with another of 15 kil. on the next day. 


Pantries for this made to date. October 14. in- 
de IlMmilton, Moissant, Drexel, one Wright ma- 
ne. Harmon, Baldwin, and Harkness. 
:n the Gordon Bennett race. Leblanc, Latham and 
3 yet to be nam(<d. possiblv Simon, will fly for 
ance. England has named White, Kadlev and 
lArdle (Bleriot). 

November, icjio 

Trial flights of the Latham 100 h. p. Antoinette 
showed up a speed of 69,5 miles an hour. 


On the flying field, with Its two miles of gvassy 
level, 14 gayly colored pylons trace the aerial 
course. Starting in front of the Grand Stand the 
nymg gladiators will give a near view of their 
airmanship. Each aviator has his distinctive style 
ot launching and alighting. The machines, after 
turning the last pylon, will approach the grand 
stand at a speed of a mile a minute, mcreasing this 
as they sweep past the crowds. 

A brilliant period of preliminary flving will oc- 
cupy the three or four days before 'the Tourna- 
ment. The hangars, or sheds, in which the racing 
monoplanes and biplanes \vill be housed, have been 
finished. Aviators have begun "tuning up," trying 
out motors and testing the stability of their craft, 
in the air. Three-quarters of a mile across the 
green flying flel'dl the 30 hangars and repair shops 
are lively with corps of expert mechanics, who will 
live there during the entire flying season. "These 
stables" have already become a center of interest 
for hundreds of experts on flying. 

The cross-country flights will be out and around 
captive balloons furnished by Leo Stevens. 


A number of boxes and parking spaces are re- 
served for members of the Aero Club of America 
and tickets for the same can be obtained of the 
Aero Corporation, Ltd., Room 3101, Fifth Ave- 
nue Building, New York, at the following prices- 
Boxes .seating six or eight are .^.'iO.OO and $40 OO 
respectively per day. Club-house badges with full 
privileges of the house and grounds with one lady 
guest, are $50.00' for the entire m«et. Reserved 
seats, $2.50 per day ; admission to grand stand 
$2.00 ; admission to field stand, $1.00. Parking 
spaces $5.00 per day and $2.00 per person, includ- 
ing chauffeur. 

Curtiss Machine in Gordon Bennett. 

New York, Oct. 17, 1910i. — It is now definite 
that there will be a Curtiss aeroplane in the Gor- 
don Bennett race. This will be a single surface 
machine, with a new 8-cylin.der engine, (i. H. 
Curtiss will not fly the machine himself. Curtiss 
ha« the privilege of defending the cup without 
ent(>rlng into the elimination" trials, but as he 
will not fly the machine it is indefinite whether 
the aviators who do fly it will be permitted to 
go into the race without going through the trials. 
There will be at least two other Curtiss machines 
of regular type. Willard, Mars, McCurdy and Ely 
have all been entered. 


^I•KI.^■(;F^•:LD. .Mass.. Sept. 17.~Louis (!. 
ickson. of Springlieldi. Mass., made several flights 

the Stnrbridge Fair on Sept. 17. in his Cur- 
's type machine. Four short flights were made 

OSS the tield of the race track. The condition 

the field was horrible, with a pond, a swamp 

1 bumpy grounds to run over. The flights were 

de with a propeller, which had a piece knocked 

of it by a wrench which dropped into it while 


vX()XVILI>F, Tenn.. Sept. 22-28, — P. O. Parme- 
one of the new Wright aviators, flew at least 
ce every day at the Appalachian Exposition. 
)ETROIT, Sept. 19-25. — Hoxsey and Johnstone 
V their Wright iiiMi'liines everv day according 
the schedub', 

;^has. J. Stroljel had a dirigible there. Parmeleo 
3 a great success as a flier. Some of his flights 
ted .'iO minutes, and in all of them he indulged 
"roller coasting" and other stunts. 
VLLEXTOWN. Pa., Sept, 20-24,— (J. 11. Curtiss 
1 J. A. D. McCurdy were scheduled to, flv. On 
ouut of the dangerous grounds Curtiss refused 
allow McCurdy to fly. Curtiss flew over part 
the town. It was advertised that he would 
to Philadelphia. The only possible route, with- 
going over the mountains, was full of dan- 

gers and 120 luiies in length, so (he flight was 
.given up. 

OLEAN, N. Y., Sept. 22-2:]. — Chas. F. Willard 
(Curtiss) gave exhibition flights. In starting a 
tiight, a piece was i-hipped out of his propeller, 
luit bad ground made it necessary to keep going. 
The loss of blade surface ou one side rocked the 
m^achine so that every wire was loose on landing. 

TRENTON, N. J., Sept. 26-.30.— Ralph Johnstone 
flew every day in accordance with his contract, 
meeting with the greatest enthusiasm on account 
of his wonderful conti'ol. 

HELENA, Mont., Sept. 26-Oct-. 1.— J. C. Mar's 
flights at Helena were very successful. The gov- 
ernor of the state presented him with a gold 
watch and nugget fob. Helena has an altitude 
of 4,100 feet. This is the highest that a Curtiss 
machine has flown, as far as known. 

Mars essayed a flight across the Rocky Moun- 
tains for a prize ofl'ered by Ringling Bros., the 
circus men. After some hours searching parties 
found the dismantled machine near the top of 
(ho range. Fortunately, Mars escaped injury. The 
right hand plane, front wheel and propeller were 
smashed in alighting, but the machine was brought 
back. His altitude aliove sea level is reported to 
have been 7,500 feet, a new American, record. 



November, igio 

CHICAGO. Oct. 1-9.— Curtiss. Ely, Willard. M<?- 
Curdy and Post were the flyers at an exhibition 
conducted by the Chicago Post on a profit-sharing 
basis. Willard and Curtiss both made fine flights. 
Willard made a sensational one over a part of 
the city and went to a height of 4.000 feet. lie 
slowed up his motor and swooped down over 
Jackson Park, then up again to the grounds at 
Hawthorne track. Augustus Post did here his best 
flying to date. Two days of rain prevented flying. 



Eugene Ely, with the new 8-cyl. machine used 
by Curtiss at Boston, left on the 9th on an 
attempt to roach New York. After going about 
13 miles at an altitude of 1,500 feet, the car- 
buretor gave trouble and a landing had to be 
m'ade at Beverly Hills. 

This was fixed, the motor started and spectators 
helped to start the machine. In. getting off the 
front wheel hit a hidden rock and smashed the 

The next day, the 10th. he did not get off the 
fi(^ld when the gasoline feed pipe broke and he 
landed in a brook, smashing the whole front con- 
struction. This was fixed in a hurry and he got 
going again and flew for 25 minutes. The motor 
went dead in the air and he glided down from 
a height of 2,000 feet. In landing he smashed 
the front control again, and the distance from the 
start was but 19 miles, at East Chicago. So 
much time had elapsed that it was not deemed 
advisable to try to continue. 

Miss Blanche Scott made her debut with a Cur- 
tiss machine during the week. 

The time limit of the prize offered by the New 
York Times andi the Chicago Post is up on October 
16. Present plans do not provide for keeping the 
offer open after that date. 

SEDALIA, Mo., Oct. 1-7. — .T. C. Turpln, the 
latest addition to the Wright staff of aviators 
made his first public flight at Sedalia on the 1st, 
and flew everv dav but one during the week. 

SPRINGFIELD. 111.. Oct. 1-8.— Hoxsey took the 
machine Brookins used in his Chicago-Springfield 
flights and created great enthusiasm during the 
week. On the last day he made his great flight 
to St. Louis. 

RICHMOND, Va., Oct. .3-8.— Ralph Johnstone 
filled the engagement successfully, rain preventing 
his flying on the 5th and 6th. A rather peculiar 
accident happened while flying on the 5th. The 
Mayor of Richmond, as passenger, in his enthusi- 
asm' in waving at the crowd struck the motor 
control with his arm and shut off the motor just 
as they were risslng from the ground. Johnstone 
made a successful landing but broke a few spars, 
which were repaired on the following day. 


WILMINGTON. Del.. Oct. 4-7.— Tod Shriver and 
J. J. Frisbie filled this date. Frisbie made only some 
short flights. "Slim" Shriver made a magnificent 
flight on the .Sd. over part of the town, and was up 
15 minutes in a strong wind. He landed with the 
wind behind him. did not shut off the motor in 
time, he hit the ground, bounced, then landed nose 
on and the machine rolled over. He crawled 
out and the first thing he asked was. "Can you 
fix it up for to-morrow?" The doctor found a 
bone broken in his leg. 

The machine is one built by himself, and is 
called the "Shriver-Dietz" : it is of the usual 
Curtiss type, but fitted with a 30-50 Kirkhani 
motor of a weight of 288 pounds. Bosch high 
tension magneto, Livingston radiator, Shebler car- 
bureter, propeller 6 ft. 6 in. by .3% ft. pitch, which 
gives up to 340 pounds standing push at 1,360 
r. p. m. 

BIRMINGHAM, Ala., Oct. 6-12. — P. O. Parmelee. 
a Wright aviator gave an exhibition at the Ala- 
bama State Fair. The first day a flight was made 
in a drizzling rain ; the second day there was 
no attempt at flying made on account of the 
wind being high. 

KANSAS CITY. Mo.. Oct. 7-8.— Capt. T. S. 
Baldwin and William Evans flew at Elm Ridge 
Park. One of the contests was a race between 
the two machines for .$500, offered by the Kansas 
City Post. 

Evans is a new-comer who recently bought a 
biplane from Dr. Wm. Greene of Rochester. He 
sprang into prominence by his sensational flights 
at Overland Park in his first trials, with a 40 h. p. 
Elbrldge engine. His longest flight was one of| 
about 28 miles across country. 

^^ ^eO 

William Evans of Kansas City 



November, igio 




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We have special facilities for quick 
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In answering advertisements please mention this magazine. 


November, ipi 

A eronautic Motor Engineering 

jfT Recently an ad. appeared in an English technical paper calling for four 
fl I engineers and offering the sum of £1000 each for their yearly services. 
^«J-» This firm building motor cars felt that this expenditure was an investment 
well made in its endeavor to produce the best results. Now, you cannot afford 
such an expensive organization, much less maintain it. We offer you the services 
of such men and at a price that is within your reach. 

Our specialty for fourteen years has been the design of light weight internal 
combustion engines. We design in accordance with your ideas, but, we also design 
to specified conditions. If you have drawn up your ideas can we not engineer 
them, and place the material to resist the stresses that are imposed? We determine 
these stresses for you, suggest improvements or economical manufacture. We 
guarantee results. W"e conduct tests on the strength of materials, calculate the 
strength of structures, and make mechanical drawings. 


LANDAU, MOULTON & HOWE, Engineers, ' 

The Bowden Patent Wire Mechanism 

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for the transmission of reciprocating motion through a flexible 
and tortuous route. Over two million feet sold yearly. 



U. & H. The Master Magneto. 


F. & S. Annular Ball Bearings. 


German Steel Balls. 

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Send for Catalogue 19. 

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hJovcmher, ipiu 

ST. LOUIS, Mo.. Oct. 8-18.— Five Wright ma- 
chines are fl.ving daily at the meet of the St. 
Louis Aero Club, held iu connection with the 
international balloon race on the 17th. 

Ely lill(Hl the Koanoke, Va., date, Sept. 21-2:!. 
At I'oughkeep.sie, N. Y., Sept. 27-30. Ely raced 
an automobile and mad'e good flights before the 
biggest crowd the fair has ever seen. Wil- 
lard flow at Itiverside. Mass., Sept. 28. George 
K. KnsscMl exhibited at the Danbury, Conn., fair. 

Oct. 5. Mars was at Spokane, Wash., Oct. 3-S, 
and Ely at Youngstown. O., on Oct. 12. 

Arch Iloxsey (Wright) flew at Rochester, N. H., 
Sept. 27-;J0. 

Thousands attending the Washington (Pa.) cen- 
tennial celebration, Oct. 3-7, stood speechless when 
Brookins made his high and sensational flights. 
About 1.000 feet up, in one of his flights, the 
machine was caught by a gust of wind. It dipped 
and plunged downward about 100 feet before it 
was I'ighted. The aviator later landedi safely. 



17534 Miles Across Country. 

Total straight line distance from 

town to town i75^ miles 

Total flying time 5 h. 51 m. 

Average speed per hour.... 30.4 miles 
Elapsed time, start to finish. . yh. 12 m. 
Left Wash. Park, Chicago. .9:15 a. m. 
Arrived Oilman, 111., 75^4 m., 11.43 a.m. 

Left Oilman, 111 12:41 a. m. 

Arrived Mt. Pulaski, 111., 86^ m. 

3:20 p. m. 

Left Mt. Pulaski, 111 3:43 p. m. 

Arrived Fair Grounds, Springfield, 

111., 2334 miles 4.27 p. m. 

Springlield, 111., Sept. 29. — By going 86% miles 
without alighting. Walter Brookins. in his Wright 
liplane (minus front control), broke the American 
[•ecord for cross-country flying, made by Charles 
[C. Hamilton, who set the mark of 74.31 miles in 
the flight from New I'ork to Philadelphia and 
Dack. Curtiss" longest cross-country flight was 
71.25 miles, in his Albany-New I'ork trip. 

The aviator flew for the most part at an eleva- 
tion of 800 to 1,000 feet, but occasionally dropped 
lower or mounted higher to fly in better air cur- 
rents. The average win<l for the .5 hours was 9I/2 
miles an hour, bead on. 


Not only did he make more miles in one stage 
Df the trip, but the total distance flown is greater 
than either that made by Curtiss or Hamilton. 
The latter's flight to Philadelphia from New Y'ork. 
and return, totaled 140. .54 miles, and Curtiss on his 
.Vlbany-New York flight covered 142. ."> miles. 

The flight was made under the auspices of the 
Chicago Rccord-Henihl. which offered a purse of 

The start was in Washington Park, Chicago. It 
had' been arranged for Brookins to land at Oilman 
to replenish his oil and gasoline supply. Brookins 
waited at Oilman for 45 minutes before the accom- 
panying train came in. Train started from Park 
Row Station, Chicago, at 10:02. A special car was 
attached, which was held when necessary. 

An oil pump which didn't work caused a lauding 
at Mt. Pulaski. This was repaired after a few 
minutes and tlie flight restnned. In starting, one 

of the wheels was wrenched off, l)ut Brookins did 
not know it and kept on going. From here he 
left the line of the railroad and headed directlv 
for the capital of Illinois. After circling above 
the Fair Orounds at a height of 2,000 feet, he 
shut oft' the motor and glided down, the deed 
planned successfully accomplished. 

Wilbur Wright and the newspaper men followed 
the flier in a special car attached to a passenger 
train of the Illinois Central. This had to make 
its regular stops, which gave Brookins time to 
beat the train to both Oilman and Mt. Pulaski. 

For the distances Ae[:onautic.s is indebted to 
Mr. Williams Welch, Chief Draughtsman of tlic 
Office of the Chief Signal Officer, U. S. Army. 

^^L, JRECOi 

Flew 91 Miles frorri "Springfield to St. Louis. 

ST. LOUIS, Oct. 8. -Arch Iloxsey, in a Wright 
biplane, flew from Springfield, 111., to the Country 
Club grounds at Cla\ton. St. Louis county, to-day 
and established an American sustained flight record 
in an aeroplane by rnvrrinu )j|B^'miles in an air line. 
His time fop'f t W ' H <i niiien was 2 hrs. 45 min., an 
average of -Stet m. p. h. 

His objective landing place was the aviation field 
at Kinloch Park, but because of his failing to find 
the grounds he descended eight miles away. He 
alighted on the aviation field at 3. .30 P. m'. His 
time in the air was 3 hours. 

Iloxsey tried to find the field, and circled within 
three miles of it five times. His engine could be 
heard when he was not in sight. He mistook the 
smoke of a brick plant for the tar fire on the 
field, and could not locate the Held. 

He was seen from' the aviation field at 2.1-1. 
Soon as Walter Brookins could get an aeroplam- 
started he went aloft to guide his fellow birdman 
to the field, but Iloxsey veered to the south and wa.i 
lost to view. Bombs were exi)lod(>d and the band 
played as loudly as possible, but the aviator did not 
hear the guiding noises. 

He landed at the country Club, five miles from 
the field, at 3.11. After he had learned the direc- 
tion of the aviation field he went into the air again 
and landed safely. 

The flight was the opening event of a tea days' 
meet vmder the axispices of the Aero Club of St. 

Brookins. Turpin and Welsh entertained the spec- 
tators with flights whil(^ waiting the arrival of 

Roosevelt Up. 

St. Louis meet, with the Wright 
Iloxsey, Turpin, Parmelee, Welsh. 
Ogilvie, Brookins and .lohnstone. and -f^hlnnr with 
his Bleriot, Iloxsey took up ex-President Itoosrv(>lt 
for a 'TiTort flight. 


During tli 
machines of 




November, i()w 

Flight Progress 


TIIK Stebbins-ijcyiU't AcroplaLU' Co., of Nor- 
wich, Conn., ai(j biiildint; aeroplan-i's of the 
triplam- type, which liave a detachable mid- 
dle plane, therel)y changing from the tri- 
plane to the biplane type when desired. They 
are different from all other American aeroplanes 
now on tlie market, as they involve the use of 
three main planes^ — two coml)ination front hori- 
zontal rudders and two combination rear horizontal 
rudders. They are beautiful in apj^earance and of 
simple construction. All Joints are firmly held in 
place by castings of a special aluminum alloy, 
being strongly built and having a number of novel 
and original features, several of which are espe- 
ciaftly praiseworthy. Although this machine only 
haa a twenty-four foot spread and only twenty-six 
feet long over all, its total amount of supporting- 
area is 400 sq. ft. ; weight 6(Mj pounds in flying 
order, and have a lifting capacity of approximately 
TOO pounds more. 

Fnnnc. — iCntirely of a selected grade of Oregon 
Si)i-uce, tinishi'd down to a smooth surface and 
varnished. All struts are fish shape and set in 
alumiinum sockets which are bolted to top and 
lower l)eams with special strong bolts of small 
diameter. The middle i)lane is set inside of the 
six upi'ights and held in place liy aluminum cast- 
ings. A flexible twisted 7-strand wire cable and 
Stebbins-tiejTiet turnl)uckles are used for trussing. 

Planes. — -Top plane is three sections, laced to- 
gether, having a 24 ft. spread and 7 ft. depth : 
midd'le plane in two sections, each of 7% ft. in 
length by ft. deep, and set 5 ft. apart for 
engine ; bottom plan<' in one piece, 16 ft. long, 
and a depth of ."> ft. : a total supporting area 
of O.50 sq. ft. These i)lanes are set ;5i/^ ft. apart 
and are set at angles of degrees and so ar- 
ranged as to have the greater amount of lifting- 
area above and the greatest weight below the ceii 
t(,'r of gravity. The miiddle jiJane is detachable, 
thereby changing from the Iriphuii' to biplane 
type when desired. 

lUiiintriiclion. — Itilis are huiiiunted of two pi(>ces 
of spruce finished down to '-j .\ % in. cross sec- 
tion dimensions with true curvature of about 1 in 

-U: and fastened to the beams by a special alutni 
num casting. No. 2 Naiad aeroplane covering h 
used in covering the plane and pockets are sewei 
in for the ribs. 

Rudders. — Two combination elevating rudders an 
set well up in front, each containing 18 sq. ft 
of supporting area and arranged to work in 
unison, independently, or in opposite directions 
In Model "B" machine are also two rear small 
elevating rudders which work in unison with the 
front rudders. One vertical rudd<^r of H} sq. ft. 
is suspended rear of a small stationary horizontal 
plane in Model "A,"" while a small vertical rudder 
of only 6 sq. ft. is hung Ixmeath the small station 
ary plane in Model "B." The elevating rudders 
are so arranged as to balance the machine while 
in flight. Wing tips are also used in balancing. 
Uiidd<^r beams are held in place by a special two- 
piece casting which forms a hinge, thereby making 
a quick detachable joint. 

Mounihuj. — The Curtiss type chassis is used for 
mounting with three \Yeaver 20-in. wheels and 
Hartford '•Aviator'' tires. Rear wheel gauge is 
(JO inches and 15 ft. wheel base. In Model "\'>" 
a .spring skid is arranged below the main skid 
in such a way as to automatically dro]) when' 
aeroplane leaves the ground and absorbs all sliock 
when landing. 

Poicer riant. — Model "A" is fitted wiih Caiiirron 
25-oO h. p. four cylinder air cooled motor with 
a :^'^-m. bore and o^-in. stroke, witli Itoscli 
high tension magneto and Uinek Aero (."o. pro- 
pel'lor, giving very good results. A Model "C" 
Holmes rotary 7-cylinder motor,